admin on May 17th, 2012

truck drivers SuperGeo93 | Facebook Official Page – http://www.facebook.com/TrucksVideos?sk=wall

Modes:
1 — Drive — Driving Mode
In this mode, try to take the class C driver’s license.

2 — European Truck Driver Competition
We wrote earlier in this mode will participate in competitions.

3 — Reaction Test Mode
Reflexes of different conditions designed to control the drivers.

4 — Scania Test Track Mode
This mode is a town in Sweden, Scania pistta special tools designed to test.

5 — Extreme Mode — A mode designed to carry cargo under difficult conditions.

6 — Free Driving Mode — This mode specified by the producer as I wrote above, the transport will do the task in some countries.

Duration : 0:2:46

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admin on May 17th, 2012

truck accessories Excalibur Truck Accessories Ltd

We Manufacture stylish running boards to protect your truck or SUV.
Customise your boards, with the option of Bright silver, Natural Silver or Gloss Black,
Light up your ride with the option of amber, white or bluue lights. Stand out from the crowd!

Established in 1989, Excalibur Truck Accessories, still manufactures quality automotive accessories.

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admin on May 17th, 2012

tie downs http://www.bleepinjeep.com/ – The Best offroad Youtube videos updated Daily, with all the Boring stuff filtered out!

How to tie down your jeep to a trailer when hauling. This is the way I do it with chains and no straps. It takes about 5 minutes to load and 2 minutes to unload. I hate strap Tie Downs because they are always getting tangled and jumbled up.

Duration : 0:7:25

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admin on April 18th, 2012

truck drivers Mike Hinz, Schneider National’s VP of Driver Recruiting, stopped by the Diesel Driving Academy and talked about how critical Truck Drivers are to our economy and the driver shortage. *Video from Paradigm Media Consultants, Inc.

If you’re interested in joining the Big Orange, then check them out here: http://www.schneiderjobs.com/youtube

Duration : 0:1:54

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admin on April 18th, 2012

truck accessories 1 Stop Automotive Truck Accessories and hitch installers and wholesale suppliers crossville tn

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admin on April 18th, 2012

tie downs UTV Concepts designed a unique way to haul your dirt bike, ATV or motorcycle that will eliminate damage and save your suspension.

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admin on April 18th, 2012

Large trucks account for a disproportionately large share of traffic deaths based on miles traveled. The fatal crash rate for large trucks is 50 percent greater than the rate for all vehicles on the roads.

Fatalities from large truck crashes have increased approximately 10 percent from 1995 through 1998, moving up from 4,918 deaths in 1995 to 5,374 deaths in 1998. Large trucks – including tractor-trailers, single-unit trucks and certain heavy cargo vans with gross weight more than 10,000 pounds – account for a disproportionately large share of traffic deaths based on miles traveled. The fatal crash rate for large trucks is 2.6 deaths per 100 million vehicle miles traveled more than 50 percent greater than the rate for all vehicles on the roads.

Surveys indicate that many highway motorists are intimidated by the mere size of a truck or bus. When you combine this perception with a highway crash and the resulting roadway congestion, the public image of the motor carrier industry takes a beating no matter who caused the crash. By driving safely to prevent crashes, you can improve that image and save time, money, and, most importantly, lives.

When driving on the highway, motorists are at a serious disadvantage if involved in a crash with a larger vehicle. In crashes involving large trucks, the occupants of a car, usually the driver, sustain 78 percent of reported fatalities. In order to keep you and your family safe when driving around large trucks and buses, you should be extra cautious. Sharing the road with larger vehicles can be dangerous if you are not aware of their limitations. Read the car driver safety tips to help you prevent an accident and minimize injuries and fatalities if one does occur.

To help reduce crashes and fatalities, Congress directed the Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA) to work together to educate motorists on how to share the road safely with commercial motor vehicles (CMVs).

The result of this government collaboration was the development of the Ticketing Aggressive Cars and Trucks (TACT) program—a high-visibility traffic enforcement program that uses communication, enforcement, and evaluation activities to reduce CMV-related crashes, fatalities, and injuries.

In the fall of 2004, Washington was selected as the first pilot State for the TACT program. Based on the success of the Washington State TACT program and other traffic enforcement programs such as Click It or Ticket, FMCSA encourages additional States to undertake TACT programs on roadways with injuries and fatalities resulting from crashes between cars and trucks.

The TACT program combines outreach, education, and evaluation with targeted enforcement activities to raise awareness among car and Truck Drivers about safe driving behaviors. Unsafe driving behaviors may include, but are not limited to: unsafe lane changes, tailgating, failing to signal lane changes, failing to yield the right of way, speeding, and aggressive driving (a combination of two or more behaviors).

LARGE TRUCK CRASH FACTS

* 5,374 people were killed in crashes involving large trucks in 1998, representing thirteen percent of all traffic fatalities. Of these, 78 percent were occupants of another vehicle, 14 percent were large truck occupants and 8 percent were non-occupants. An additional 123,000 people were injured in those crashes. (National Highway Traffic Safety Administration, or NHTSA)

* In 1997, large trucks made up three percent of all registered vehicles and seven percent of all vehicle miles traveled. Yet, large trucks constituted nine percent of all vehicles involved in fatal crashes, and four percent of all vehicles involved in injury and property-damage-only crashes that year. (NHTSA, 1999)

* In 1998, large trucks were more likely to be involved in a fatal multiple-vehicle crashes opposed to a single-vehicle crash than were passenger vehicles (84 percent of all large trucks in fatal crashes, compared with 62 percent of all passenger vehicles). (NHTSA, 1999)

* One out of eight traffic crash fatalities in 1998 was the result of a collision involving a large truck. (NHTSA, 1999)

* Most of the fatal crashes involving large trucks occur in rural areas (67 percent), during the day (68 percent) and on weekdays (80 percent). (NHTSA, 1999)

* A loaded tractor-trailer requires 20-40 percent further stopping distance than a car. With an empty trailer, the discrepancy between the truck and the car is even greater. (NHTSA, 1999)

* Of the trucks with out-of-service violations, more than one-third of them have problems with brakes. (Federal Highway Administration, 1998)

* All new tractors and trailers are required to have anti-lock brakes. Anti-lock braking systems are effective in preventing wheel lock and loss of steering in emergency stopping, especially on wet roads.

* Federal regulations allow drivers of large trucks to drive up to 16 hours a day. However, drivers under the regulations can compile 60 hours in less than five days by alternating ten hours of maximum permitted continuous driving with the minimum eight hours off duty. Surveys reveal that many drivers of large trucks violate the regulations on hours of service. Studies also show that driver fatigue plays a role in large truck crashes and that drivers are more likely to crash after many long hours of driving. (IIHS) The Department of Transportation is currently considering a revision of these hours-of-service rules.

* Almost 30 percent of large truck drivers involved in fatal crashes in 1998 had at least one prior conviction for speeding, compared to slightly less than 20 percent of the passenger vehicle drivers in fatal crashes. (NHTSA, 1999)

gregchapman
http://www.articlesbase.com/automotive-articles/large-truck-crashes-and-aggressive-ticketing-415538.html

truck drivers

The model lifespan of new vehicles is likened to that of the presidential term of office since they usually get voted in every four years however pickups are different being extremely popular in the United States usually stayed for two terms.

Moreover since producing full-size pickups are also immensely profitable, automakers tend to spend more on further improving the quality of their truck parts. Plus they make sure that they employed only the best and brightest product engineers and planners to help them create the next blockbuster pickup that can become the next contender for the next Truck of the Year award. And for this year Motor Trend has chosen two pickup trucks from the stable of the world’s largest automaker—the new Chevy Silverado and GMC Sierra.

In choosing the Truck of the Year one of the criteria is significance in which the Silverado scored high. The sales of the two brands tally well, each achieving over a million units year in and out courtesy of the numerous combinations and permutations of cabs, drivetrains, beds, and suspensions offered. The Silverado has also recorded high in terms of sales on both Chevrolet truck accessories and Chevrolet truck parts. Its Chevrolet truck part components are made from high-grade materials—only the best from GM.

Unfortunately, market significance doesn’t have that much effect on the Truck of the Year voter base. Each of the truck has to prove its worth and this means passing several tests that are to be conducted by the judges on Motor Trend.

The fresh styling of both trucks have made quite an impression and have successfully differentiates the two trucks from each other. However since it’s a competition there would always be some features that would make one truck to outshine the other. The Silverado’s chrome-bisected grille and brawnier square-shouldered quarter panels enhanced the truck’s looks. Its interior design is made even more impressive with Chevy’s fake wood earning higher marks than the Cadillac’s timber.

On the other hand, the entry-level dash fitted to Sierra makes it classy. The seats both the front and back provides great support while the interior’s hush is so quite that no squeak or rattle can be heard. The new cargo bed earned high marks for utility especially since its equipped with a cargo-management system and spring loaded EZ-Lift tailgate. The judges also appreciated the low sides of the bed which makes it easy to reach unlike the cargo boxes found on the Avalanche/Escalade EXT and the current Ford F-150.

The Silverado’s 5.3 liter V8 featured fuel-saving displacement on demand and a clever dash readout that indicates if it’s operating in V4 mode. This boost fuel economy to an EPA rated 16 mpg city/20 mpg for highway. Only the Dodge Ram Hemi is known to offer a similar system however its EPA numbers trail by 1 mpg each.

Some voters also expressed doubts about the overall smoothness of the engine and quality of the four-speed automatic’s shift but judges at Motor Trend has found the drivetrain of the 2.5 ton four-wheel-drive quite reliable in sprinting to 60 mph in a respectable 8.2 seconds which is 0.3 second faster than a rear-drive 5.4 liter Ford F-150 and 0.4 second quicker than the Dodge Ram Hemi 4×4. And that’s not all once loaded with 1050 pound load its sprinting time is only stretched by 1.2 seconds as compared to Ford and Dodge Ram Hemi which took additional 1.3 seconds.

And in a boat towing test conducted the Sierra and the Silverado has showed remarkable toting and towing prowess. The figures obtained by the two GM trucks are just part of the whole story. The Judges were very much impressed with the composure of the Silverado when loaded. The truck didn’t ride down on its bump stops and although its front is a little light the truck didn’t lose control.

A week long testing has satisfied the Motor Trend judges and the result shows that the new GM full-size pickups have earned excellent marks in terms of superiority front and by limiting the price increase to about $300 on most models, the Chevy and GMC faired well when it comes to Value Category. But since only one truck should be voted as winner all the judges have agreed to award the Motor Trend’s Truck of the Year for 2007 to the Chevrolet Silverado.

Gertrude
http://www.articlesbase.com/automotive-articles/chevrolet-silverado-awarded-2007-motor-trends-truck-of-the-year-134319.html

truck accessories
admin on April 18th, 2012

Should you use the strategy of the long-term buy-and-hold investor or the short-term sell tactics of the trader in order to lock in small gains? Twenty years ago, it was relatively easy to categorize oneself as a trader or long-term investor. In recent years, the issues have been made more complex by the amplitude of market swings. Let us look at a few alternatives and possibly a strategy.

Imagine a straight line that rises 20% in a year. Assume that a stock is moving along this rising "trendline." Suppose the stock touches this line at the bottom left at point A, rises to a high at B about 12% above the line, declines back to the line and touches it at C, then repeats this pattern several times reaching peaks at D, F, and H and touching the rising line at E, G, and I (all during the same year). Of course this is an oversimplification. Peaks are not always 12% above a rising trendline, but that is not important to the point of this illustration. When the stock declines from point "B" to the trendline at point "C," there is no assurance that the stock will rise to point "D." Instead, support could break down at point "C." In a market like the one we are experiencing, such a breakdown could plunge the stock well below our purchase price within a single day.

If we bought with the intent of keeping the stock until it starts to break down, and the stock does not break down until it returns to the line of support at "I," the sale price would be the price at "I" minus the decline permitted by your stop loss. A common practice for investors who hold 15 or more stocks in their portfolio is to set their stop-loss at 15%, though this is far more than most traders would tolerate. Even so, the lesson is pertinent to both groups. Therefore, when the stock drops 15% below point "I," it is sold.

Now, what has happened? We bought at 31.625 and we sold at 36.70 for a gain of about 15.75% after commissions. That is not bad for little more than two months (we bought on 3/8/00 and sold on 5/23/00). Where did I get these prices and dates? This scenario is taken from Pfizer’s chart pattern on our site at http://www.stockdisciplines.com/tactics-1 (Tutorial 1), and the reader should review it to get a more realistic idea about the probabilities involved. Nevertheless, the stock could have continued falling earlier at point "C," resulting in a loss. Next, assume that we decide to sell whenever the stock rises 10% above our purchase price (perhaps our rationale is that any time we can gain 10% within a three-month period, we are at that point annualizing over 40% and we should lock it in while we have the chance). In this case, we would buy at "A" for 31.625 and sell at 34.78. After we sell, the stock would climb to 35.25 before declining. We do not know how far the stock will drop, but we have taken a 10% profit off the table. It took only two days to get this 10% (we will net about 9.75% after paying brokerage commissions for buying and selling). We could buy again at "C" for 34.25 and sell at 37.675 for another net gain of 9.75% (the stock continues rising to $40). We might also buy a third time at "E" for 36.875 and sell at 40.56 for yet another 9.75% net gain (afterward, the stock rises to $44.25). Assume that because the stock did not touch the line at point "G," we invested in a different stock to get our fourth gain. By now, we have a net gain of about 43.9%. In the process, we have reduced our risk. Why? Because whenever money is still on the table it is exposed to potential loss. In this approach, we have taken money off the table part of the time, and we have locked in profits before the market has taken them away. Now, assume we buy again at point "I" and the stock drops 15% instead of rising, triggering our stop-loss just as it did under the other scenario. If we lose 15% on this trade, we will still have a net gain of 22% over the two-month period. Thus, we have greatly increased our net gain while reducing our exposure to risk.

The amount of gain set for our selling target would depend on the prior behavior patterns of the stock and on the stock’s behavior during the time of our investment. The concept here is not that we would necessarily sell every position after a predetermined gain, but that in many cases we might sell preemptively. Here is how I might rationalize a quick sale. I consider a return of 20% over a one-year time frame to be a fairly decent return for investors who ride out the ups and downs. For short-term traders, our target would probably be at least two or three times that amount. Imagine a stock rising smoothly in a straight line from $100 to $120 in a year. For the purposes of this discussion, consider this to be the model for our "ideal" stock. Now we overlay a plot of the growth of our real stock on this same chart. At some time our real stock may rise above the smooth line of ascent of our ideal stock. Whenever our real stock is above our 20% target line, our real stock is giving us a higher annualized rate of return than our "ideal" stock (that’s 10% in less than 6 months, or 5% in less than 3 months). It’s at times like this that I would consider locking in the higher growth rate and moving on to another situation. My reason is that locking in 10% in perhaps a quarter is far more appealing than risking that gain by holding for another three-quarters of a year for the possibility of getting an additional 10%. However, I would not necessarily sell immediately. I might be inclined to place a stop-loss just under the stock. If it continues to rise, I would follow it up with a close stop. Eventually, the stock will "twitch" the wrong way and I will be out of the position with a very nice return relative to the time invested. Of course, we could set our targeted growth rate at something other than 20%. Wherever we set it, the procedure would be the same.

Why sell just because the rate of gain has surpassed some targeted rate? Because periods of price acceleration are usually followed by an unwinding of the acceleration’s gain. On the other hand, when a stock returns to its rising trendline, it is much more likely to surge in price. When the stock begins to bounce off this trendline, a trader may infer that the stock "wants" to rise. That is what a "setup" is. It is a pattern of behavior that often precedes a surge in price. It is all about weighing the probability of a gain from the current price against the probability of a decline. When we have this kind of configuration, the probabilities are aligned in our favor. Once the stock has moved and achieved a nice gain relative to the holding period, the probabilities are no longer aligned in our favor. Instead, they favor a decline.

The key here is the shifting of probabilities and the timing of you purchases and sales in response to those shifting probabilities. Try to develop an alert system that will notify you when it is tie to buy or sell. Videos illustrating alerts and other free alert information that could help in the timing of purchases and sales are available at http://www.stockdisciplines.com/stock-alerts and additional information pertaining to the timing of trades is provided in some of the free tutorials.

Copyright 2008, by Stock Disciplines, LLC.

Dr. Winton Felt

tie downs
admin on April 8th, 2012

truck drivers Watch Roy and Doug as they walk us through their local, dedicated driving jobs at J.B. Hunt. These drivers are home daily and enjoy weekends off! We have a variety of jobs available across the nation, from dedicated and intermodal to regional and OTR work. Visit www.jbhunt.jobs or call our career placement specialists at 877-806-2345 to see what jobs are available where you live.

Duration : 0:3:31

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