#Loading and Unloading SF

[inoutmoverandstorage]

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[sunnyworldwidelogistics]

We Provide Full Tracking for Sea Freight, Preventing Mistakes Before They Happen – A Real Professional Freight Forwarder China to Saudi Arabia

We Provide Full Tracking for Sea Freight, Preventing Mistakes Before They Happen – A Real Professional Freight Forwarder China to Saudi Arabia

Mr. Zhuang, who is in the foreign trade industry, mainly exports chemical raw materials to Saudi Arabia, but he encountered a container rejection. Container rejection is indeed something we can't control. The key issue is that the freight forwarder China to Saudi Arabia serving him was careless. They didn't track the cargo and loading status in time, and didn't even know the cargo was rejected. As a result, the cargo was stranded at the port. It's too unreliable. When things are abnormal, there must be a reason. Actually, this shipment wasn't going smoothly at the beginning. Due to the freight forwarder's document errors, the cargo arrived at the terminal late. We all know that shipping companies usually release more than 20% of the slot capacity to freight forwarders, and cargo arriving late at the terminal has a higher chance of being rejected.

Mr. Zhuang had 5*40GP containers of rubber additives to be sent to the NEOM port in Saudi Arabia. He didn't dare to use that freight forwarder again. Through a friend's introduction, he found me with a try-it-out attitude. Of course, I could sense Mr. Zhuang's distrust everywhere. I told Mr. Zhuang that most of those are small freight forwarders China to Saudi Arabia with only three to five people. Small freight forwarder companies have poor management and irregular employee operations, resulting in untimely tracking. We have been doing international shipping for 26 years, and many of our operators have seven or eight years of experience. Our company requires full tracking of cargo, staying online during holidays, and providing timely feedback within 24 hours of any issues. Many customers can't do without us after cooperating with us once.

Our company has nearly 100 employees and has purchased an entire floor of a 1,800-square-meter Grade A office building. Such a formal logistics company has built its business step by step. I told Mr. Zhuang that nearly 20 industry giants and over a hundred famous enterprises, such as Huawei, Costco, and SF Express, have been using our company's services. Being able to cooperate with such large companies proves that we are a reliable international logistics company. Big companies are very strict when choosing logistics companies. They need to investigate the logistics company's strength, scale, service capabilities, etc., and also investigate the company's background, whether it has a history of major lawsuits, etc. They also need to conduct on-site inspections of the company, sign cooperation agreements, etc.

The chemical raw materials Mr. Zhuang was shipping this time were heavy cargo. I arranged trucks to pick up empty containers and go to Mr. Zhuang's factory for loading. During the loading process, the driver provided feedback that this cargo was heavy and, according to his experience, it was likely to be overweight. We have our own truck fleet, so the drivers are very skilled and responsible. They can discover potential problems in time and prevent them before they happen. Otherwise, it would be more troublesome after the container is sealed, requiring unloading and resealing.

I immediately contacted Mr. Zhuang and reminded him to pay attention to this issue. Mr. Zhuang said that the rubber additives this time were indeed different from the last time, with a higher density. The maximum gross weight limit on the container indicated: MAX GROSS: 30480KGS. If not careful, a full load would be around 35 tons. Mr. Zhuang said that thanks to my reminder, he almost caused more trouble. Then he arranged for the weight to be averaged among the containers to ensure no overweight containers. I told Mr. Zhuang that for a responsible freight forwarder China to Saudi Arabia, the quotation is only a part. The service and professionalism afterward are even more important. With our rich experience, throughout the entire process, whether it's consignment, booking, container preparation, customs clearance, etc., we can detect clues. Many mistakes can be prevented, which is inseparable from our years of experience. Mr. Zhuang was convinced.

Freight forwarders are everywhere. How to find a reliable freight forwarder China to Saudi Arabia? First, check the freight forwarder's basic qualifications: business license, company, warehouse, etc. Then, see if they can book slots with shipping companies and respond to inquiries in a timely manner. Also, check if they understand import and export customs policies, are familiar with shipping policies, can flexibly help customers handle various issues during cargo transportation, and track the cargo status in a timely manner. Of course, when choosing a freight forwarder China to Saudi Arabia, you should compare prices among different companies. Definitely don't choose a low-price freight forwarder that is significantly below the market price, because some unscrupulous freight forwarders have no professional ethics just to grab cargo.

If you, like Mr. Zhuang, need logistics services from China to Saudi Arabia or services for other destinations, I will be your reliable logistics partner. To learn more about me, read my blog, which records more details about being a freight forwarder China to Saudi Arabia for 26 years and the warm and touching stories between us and our clients. If you have any needs, feel free to contact me.

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shipping from China to Jamaica

freight forwarder China to Mexico

[radpandamiracle]

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[sfsequipments]

2nd Hand Forklifts for Sale and Rental | SFS Equipments

SFS Equipments provides a range of high-quality used forklifts for sale and rental, all related to enhancing the efficiency of warehouse operations. Our forklifts are rigorously inspected and tested to satisfy demanding quality requirements, guaranteeing that they are well-maintained and ready to handle the demands of your business. With a range of capacities and lift heights, you can choose the ideal forklift for your unique needs, from loading and unloading pallets to transferring items throughout your warehouse. SFS Equipments delivers cost-effective solutions without sacrificing quality, with low pricing and flexible leasing alternatives for organizations of all sizes. Their skilled staff is devoted to assisting you in selecting the best forklift for your needs and providing continuing support to ensure that your operations operate smoothly. Invest in a high-quality second-hand forklift from SFS Equipments and see how it may improve your warehouse's productivity.

[josnashak69]

 Value-added service fee

System implementation: When the cargo owner enters the warehouse for the first time, he needs to integrate the merchant HE Tuber sales/ERP system and other systems with the warehouse WMS system to facilitate subsequent business operations (warehousing, outgoing, and in-warehouse).

New product archiving: Enter the product information (product name, barcode, volume, length, width and height, weight, packaging coefficient, palletizing coefficient, validity period, category) into the system after the owner has newly entered the warehouse.

Emergency warehousing: The cargo owner has not made an appointment for warehousing and does not receive the goods during working hours. 

The charging method is the same as normal receipt, but the price will be higher.

Picking up the goods: The cargo owner requires the warehouse to arrange its own vehicles or external vehicles to pick up the goods.

Pricing method: quantity (weight/volume/car)

Formula: data (mileage) * unit price

Business documents: Value-added service order (Bill of Lading)

Billing factors: carrier (self-operated, online freight (Didi Freight, Lalamove, Manbang, etc.), logistics (Tongda Department, SF Express, Debon, etc.)).

Logistics type: intra-city freight, LTL, vehicle.

for example:

Quotation: 0-10 kilometers 3 yuan/t/km, 0-50 kilometers 5 yuan/t/km; 2 tons of goods to be picked up, mileage 35 kilometers, unit price 5 yuan/t/km, then charge: 2*35*5= 350 yuan.

Loading: Load the goods that the cargo owner prepares for warehousing onto the vehicle manually or with the help of forklifts and other mechanical equipment.

Pricing method: quantity (weight/volume)

Formula: data * unit price

Business documents: value-added service order (loading and unloading order)

for example:

Quotation: For ordinary goods, the loading and unloading fee is 0.3 yuan per kilogram based on weight. For bulk goods, the loading and unloading fee is 20 yuan per 0.1 cubic meter based on volume. For 2 tons of goods to be loaded, the unit price is 0.1 yuan/kg, then the charge is: 2000*0.1=200 yuan.

Unloading: The owner transports the goods to the warehouse and unloads the goods from the pallet from the vehicle manually or with the help of forklifts and other mechanical equipment.

Pricing method: quantity (weight/volume)

Formula: data * unit price

Business documents: value-added service order (loading and unloading order)

Tallying: Organize and record arriving goods in bulk.

Pricing method: quantity

Formula: data * unit price

Business documents: value-added service order (tallying)

Quality inspection: Inspect the goods arriving at the warehouse from the owner (sampling inspection or full inspection), check the appearance, packaging, and quality of the contents, feedback the quality inspection results to the owner, and handle abnormal goods (return/consign to defective warehouse/destroy, etc.).

Pricing method: quantity

Formula: data * unit price

Business documents: value-added service order (quality inspection order)

for example:

Quotation: Inbound quality inspection is 0.1 yuan/piece; if 1,000 inbound orders arrive and 100 pieces are inspected, the quality inspection fee is 100*0.1=10 yuan.

Coding and labeling: Print barcodes and paste labels on the goods arriving at the warehouse.

Pricing method: quantity

Formula: data * unit price

Business documents: value-added service orders (coding and labeling)

for example:

Quotation: Labeling is 0.1 yuan/piece; for 1,000 pieces of warehousing orders, the labeling fee is 1,000*0.1=100 yuan.

5. Detailed explanation of in-treasury management expenses

Inventory: The warehouse counts the existing goods in the warehouse according to the requirements of the cargo owner, and reports back the difference between the inventory book quantity and the actual inventory in the warehouse. When the account quantity is less than the actual stock, it is a profit, and vice versa.

Pricing method: quantity

Formula: data * unit price

Business document: Inventory order

Compensation for inventory loss: After inventory of goods in the warehouse, it is found that the account quantity is greater than the actual inventory. For the difference in quantity, the warehouse will make compensation to the owner of the goods according to the value of the goods.

Pricing method: quantity

Formula: data * product unit price

Business document: Inventory order

for example:

Quotation: The accuracy of the number of goods in stock is within 99.8%, and no compensation is required. If the actual value of the goods exceeds the claim, the unit price of SKU A is 100 yuan, and the unit price of SKU B is 500 yuan.

Inventory sheet: SKU A has 10,000 pieces on the books and 9,999 pieces in actual inventory, so it is within 99.8% of the profit and loss range and is exempt from compensation; SKU B has 10,000 pieces on the books and 9,978 pieces in actual inventory, so a claim of 22*500=11,000 yuan is required.

Overstock reward: After inventory of warehouse goods, it is found that the account quantity is less than the actual stock. For the difference in quantity, the owner will give the warehouse reward according to the value of the goods.

Pricing method: quantity

Formula: data * product unit price

Business document: Inventory order

Inventory hours: How long it takes the warehouse to process the owner's order.

Pricing method: quantity

Formula: data*unit price of working hours

Business document: Inventory order

Cargo storage: The storage fees that cargo owners need to pay to store goods in the warehouse.

Pricing method: quantity

Formula: quantity * unit price

Business document: inventory document

Billing factors: rent-free days, inventory days, inventory quantity, product category, product batch.

for example:

Quote: Consignor A stores 20 cubic meters of goods for 100 days, 15 cubic meters of goods for 80 days, and 10 cubic meters of goods for 50 days. The storage fee needs to be paid:                                                                                                                                                                

[truckroadcraft]

Some Basic Safety.

Don't hit others...

Back when I was in my teens and getting my first Driver’s License, my grandfather half jokingly told me that one of the basics of driving was remembering that two solid objects could not occupy the same space. I say half jokingly now, especially since I’m now roughly the same age he was at the time he told me. Having driven a few million miles commercially – over four million, and, no, I won’t cop to more than that – and having had a number of people try to occupy the same space as myself while I was there, I think I can say it was good advice. With nearly 30 years under my wheels, just over 15 of which was over the road, it’s stood me well.

While I’m addressing this to the newbs, this applies to all of us, and I thought I’d take time to cover it now. While some might question it, I’ve found it actually helps to review this stuff on a regular basis.

So, remember, you’re driving a vehicle that’s about as big as a house, (and which maneuvers as well as one), and it weighs around forty tons. If you’re planning on getting it from point A to point B, that’s going to require some planning. And while some might say I should mention this later, the sooner you understand something as basic as this, the sooner you get it into your headspace.

You’ve probably heard enough about defensive driving that you’re convinced you’re an expert. Sorry, Sunshine, but after spending the vast majority of my working life as a commercial driver, I can tell you you’re not. No one is. You can never learn enough about some of the basic tools of this industry.

A significant part of this is simply spatial awareness, which means knowing where the other people are, and what they’re doing. I’m going to cover two of the systems that are commonly taught, but know that they dovetail in very well, and if you apply them consistently, (which takes a lot of practice), you should do very well.

The first is something used by Performance Food Group. PFG facilities have banners covering their PACE system, which is an acronym for Plan, Analyze, Communicate, Execute. While it should be self explanatory, it doesn’t hurt to review it, especially if you’re going to be working in and around PFG facilities and equipment. (Even if you’re not, it’s a good system to learn.)

First, Plan. Where are you going? What are you there to do? Why? Don’t get cute with this. You need to actually think about what it is you’re doing. Just saying, ��I’m driving a truck to the business, unloading, and leaving,” is setting yourself up for failure. Are you going to a storefront? A warehouse? Where? Are you actually unloading the freight yourself? If you’re going to fingerprint the load, what is it you’re going to do there? How are you getting in? Getting out?

Once you have your load documents, take some time to talk to someone who has already been to that location. If it’s somewhere new, use whatever tools you have to learn what you can ahead of time. At one location where I worked, it used to drive other staffers crazy because I’d ask for a list of locations where I’d be going, then look everything up online ahead of time to figure things out. I’d use Google Maps, among other tools, in addition to a Thomas Brothers map book or two and several road maps purchased at truck stops, then plan it out the night before I headed out. If I had to write it all out on a yellow pad, that was what I’d do. In some cases, I’d call ahead to the customer and ask them how they wanted me to get in to their facility. In the end, it might have been a pain, but it made my day a lot easier.

Second, Analyze. How is this going to work? If I have multiple stops, what’s the safest, quickest route from one customer to another? Is it a legal route? How do you know? You’re going to need to put in the brain work to make it happen.

I used to make deliveries into downtown San Francisco and Oakland, CA. I kept hearing from other drivers that if you could drive SF/Oakland, you could drive anywhere. I question that, but the point is clear: it’s challenging. I got to the point where I could move anything from tank trailers, goosenecks, drop decks, and anything else on wheels through the Bay Area with a certain degree of safety, (if not always certainty.) San Francisco especially has areas where if you’re pulling a trailer with low clearance, you can get hung up, which means hefty fines and towing bills. Since I’m not made of money, I learned to avoid those areas, which is made easier by the City posting safe and legal truck routes whenever possible. (When it comes to San Francisco drivers, you’re on your own.)

It’s not a perfect system. Sometimes, the route to where you need to go isn’t as well marked as it should be. But, still, if you take the time to read it over, and examine the route in advance, you stand a better chance than if you decide to trust to luck.

Third, Communicate. Let others know where you’re going, how you’re going there, and what you’re going to do. This isn’t just with Dispatch, but with the customer on site, and anyone else around there.

One of the first things I do when I get to a customer is check in. I don’t care how many times I’ve been there, or how familiar I am with the procedures at a location, I’ll stop in the receiving office, and talk to someone. It works out better when someone tells me ahead of time that I’m third in line for a door, or that I’m taking it to a different door than I usually do. It helps them to know if what I have on board is something that can wait, or if it’s an expedited load and they need it NOW! It can all change in a minute. You need to communicate with people on site.

And, you should always be polite. Yes, I know. I shouldn’t have to explain this, but I’ve lost track of the number of times I’ve seen drivers tossed off site because they had to get smart with the shipping and receiving staff. Pull that with the wrong person, and you’ll be banned for life from a customer’s location. (And, yes. They will check, even if you switch companies. I’ve seen that happen too often.) This is one area where you want to learn from the example of others.

There are multiple ways to communicate, of course. Another means is that if you’re delivering to a store front, or in back of a shop, you’ll use orange traffic cones to mark an area where you’re trying to tell drivers moving in and around an area that they need to stay out of the way. Use yellow caution tape, too, if you have it and need it, (it’s cheap enough at most tool stores.) Believe it or not, most drivers try to be reasonable, and if you can communicate any hazards to them, they’ll be willing to steer clear.

It also applies to when you’re on the road. If you did a proper pretrip inspection, you know if all your lights are working. If they are, you’re ahead of the game. (If they aren’t, get them fixed before you roll.) Use your turn signals. Don’t just rely on the brake lights coming on when your Jakes activate. Flash your high beams if needed, or dim them when it’s best. You’re supposed to be an active player on the road. Let people know what you’re going to do before you do it.

Fourth, Execute. If you told the customer you’re going to back into a certain door at a certain time, that’s what you do. Do what you say when you say you’re going to. And be consistent about it, no matter where you are. You want to be as predictable as possible. Always.

What I’ve given here are basics. It’s not a qualification course, but just something to help you familiarize yourself with what’s expected. The same applies here for the Smith System. I’m not a Certified Smith System trainer, but I’m familiar with it enough I can cover some of the basics.

In 1952, Harold Smith, who’d been training drivers for Ford, codified a system of five basic Safety Keys as he called them. The idea was that by using these keys, you could minimize threats and develop better driving habits. According to the Smith System Institute, they’ve trained drivers for well over half the Fortune 500 companies.

The Five Safety Keys are:

(1.) Aim high in steering.

(2.) Get the big picture.

(3.) Keep your eyes moving.

(4.) Leave yourself an out.

(5.) Make sure others see you.

Bearing in mind I’m not a certified instructor, here’s my own interpretation of it.

(1.) Aim high in steering. You need to aim your eyes more to the horizon than concentrating your view to the first few hundred feet in front of the rig. Where I’m working, we use the 7/15 rule: Seven seconds of following time, an eye lead time of 15 seconds. In other words, those first few feet in front of me, while important, will work better if I give myself as much forewarning as I can muster. Look ahead, see what’s going to affect me as I move along.

To this, I’d add you should be aware of what else is happening on the road. Is there traffic backed up? What’s the weather doing? Are you driving into mountains, an urban area, or perhaps something else? Plan ahead as much as possible.

(2.) Get the big picture. This will include what’s behind your truck, underneath it, above it. I mentioned looking ahead to what you can see to the horizon, but this goes well beyond that. You’re required to know what’s around you. This will include what you’re seeing in your mirrors, and much of the time, what you don’t. Are you going to enter tunnels? What kind of clearance will you have? How about underpasses? I mentioned San Francisco driving before: will there be areas where your trailer won’t have the necessary clearance? If you’re checking your route before you roll, you should be all right. But be certain, especially when you’re closer in. Things change, and in a hurry.

(3.) Keep your eyes moving. What’s happening around you? Considering you’re traveling 90 feet per minute at freeway speed, things change in a hurry. Cars, motorcycles, other trucks, it all can creep up on you. What you thought was going to happen won’t. What you didn’t think would happen will. Add to that factors like roadwork, medical emergencies, and weather… Don’t focus on one spot. Shift your focus around the vehicle. Run a mirror to mirror scan around your rig every 5-7 seconds. This gives you a chance to catch anything unexpected before it becomes a serious problem.

(4.) Leave yourself an out. When I was teaching my sons how to drive, (the few times I could: my wife did a much better job of it), one thing I kept stressing was to stay out of Wolf Packs, that crowd of drivers who seem to run at the same speed across all lanes. If one person in that mob makes a mistake, everyone is likely to wreck in those moments, and the results will get damn ugly, damn quick.

For that matter, this includes those locations such as construction zones, particularly when lanes are narrowed, or closed, as well as a whole host of other situations where your maneuverability is limited, and your options for escape are lost. Ideally, you shouldn’t put yourself in those positions, but they aren’t always easy to spot, much less avoid.

Your best option at the outset is to slow down, and give yourself room to move. Giving yourself the space you need is best. In giving yourself a space cushion, you also give yourself time, which give you the outs you need.

For that matter, don’t rush into situations until you’ve had a chance to look things over. It’s no crime to even pull off to the side of the road and wait it out for a bit, provided you can do it safely and legally.

(5.) Make sure others see you. This includes using your turn signals, your hazard lights, your headlights, and the like, but actually making eye contact with other people around you. I’ve often found it helpful to wave and catch the eyes of everyone on the road, including law enforcement, fire and EMS, tow truck drivers, and construction workers. Throwing them a wave not only draws a response from them, but it’s acknowledging that you see them. You’re a lot less likely to hit them, (and trust me, they’ll appreciate that.)

Now, keep in mind, this is not a complete less on the Smith System. All I’m giving you is an overview. (Yes, I’m going to come back to this time and again.) The point is, if you want to drive safely, you first need to start thinking about doing things safely while you’re out on the road. This is the first in a long series of steps which you’re going to wind up following as you build your career out on the road. It’s not going to be easy.

But, then, you probably already knew that.

What I’m saying is it can be done. And it should be.

[random-thought-depository]

A short vignette I wrote as part of a discussion on a forum I post on, with past/present tense and other grammar and formatting and math somewhat cleaned up from the rough version I posted there, and I’ve given it a title; it is a stand-alone piece and is not connected to any of my main SF settings; I took the liberty of re-using some relatively generic planet names and taking a little inspiration from John M. Dollan’s Arcbuilder Universe (if you’re interested you can find links to a little of John M. Dollan’s more recent writing on his Twitter):

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Advantages of Specialization

As I departed Cordillera, I passed a sign of the times. There was one of the big Hegemony freighters, on its leisurely upward fall toward minimum safe distance. It was much too far away for unaided eye visual contact, of course, but Mariposa's telescope gave me a fine view of it. And Cordillera space traffic control had supplied all the relevant details, of course; planned trajectory and burn timing, alpha-numeric designation - and a name; the Humbolt. Humbolts are whales that sing. Appropriate, I guess; it was big. Next to it little Mariposa would look - well, like a butterfly flitting around a whale, I guess. Mariposa is 50 meters long and masses 100 tons, 500 tons fueled up, with space for about an elephant's mass in cargo. Mariposa could fit inside Humbolt's fuel tank. Mariposa could fit inside the nozzle of Humbolt's fusion rocket.

Humbolt had finished its escape burn from Cordillera two days ago and it was just falling up now, not very fast. Its orbital rockets had burned at a leisurely .5 MSS, only a twentieth of a G, and hadn't burned very long. It hadn't even reached escape velocity from Cordillera's sun. Mariposa had burned hard, 3 G on the way up from Cordillera's surface, then 1.2 G the rest of the way to outbound flight velocity. Mariposa passed Humbolt quickly; the velocity differential was huge. Mariposa hadn't just reached escape velocity from the local sun, Mariposa had reached escape velocity from the galaxy! If I never burned her rocket or did a hyperspace jump again Mariposa would fall up very long and very far, into intergalactic space, where she'd fall up until her atoms evaporated by proton decay or the Big Rip tore her apart or she disintegrated from the slow sandpapering of the intergalactic medium, whatever came first. Of course, that wouldn't happen. I'd reach the local hyperlimit and jump to hyperspace in three months or so, then it'd be a few days in hyperspace, then another two months to get from the 82 Eridani hyperlimit to Hyannis. Funny; a few months to cross a few dozen AU, a few days in hyperspace to cross dozens of light years, a light year is more than 60,000 AU. Our-space distances aren't applicable to travel in hyperspace, of course, but I still think it's funny. Lots of people do.

As I passed Humbolt I studied telescopic images of it, studied its weaknesses, and thought maybe a whale wasn't the right analogy for it after all. Something from an ocean was, but not a whale. It was more like one of those deep sea fish that explode when you bring them to the surface, into the light.

Humbolt hadn't landed at San Ysidro Spaceport. It couldn't have. It wouldn't have survived trying. Humbolt is a pure creature of the void, that will never know the kiss of air or the touch of ground. It unloads and loads cargo at space stations, leaving transport to and from planetary surfaces to specialized local surface-orbit shuttles.

Humbolt is long thin pillar more than a kilometer long, with the fusion rocket at one end, a spherical fuel tank and the cargo and a small crew section spun for centrifugal gravity at the other end, and huge radiator wings between them. The long pillar is to protect the rest of the ship from the heat and radiation of the fusion drive. The fusion drive has a maximum rated acceleration at full cargo load of 2 MSS - one-fifth of 1 G. If Humbolt tried to accelerate much faster with a full cargo load, its engine would melt with waste heat. And if by some miracle it got itself up to 1 G that long pillar would snap and crumble. Put Humbolt on the surface of an Earthlike world, and it would disintegrate into a mass of rubble. If Humbolt tried to land like Mariposa, it would have the aerodynamics of a brick, and pieces of it would snap off from air friction, and its great rocket wouldn't have the thrust to control its own fall, and its own weight would break its back before it even touched the ground.

Maybe a whale isn't a bad analogy after all. The blue whale is the biggest animal to ever live on Earth; it's easier to be big in the water.

It's about efficiency, see. Humbolt should never experience a force of acceleration much above 2 MSS, so it's not built to take more than .5 G or so. That's a good safety margin, given the gentle acceleration its drive maxes out at. Building it fragile like this is efficient. Saves mass. Saves construction material. Saves fuel. Saves money.

It doesn't even really have a cargo hold. They just attach stuff to the front. Lots of different configurations are possible. On that trip Humbolt's front end was a greebled sphere of snapped-together rectangular cargo containers half a kilometer across, with a sort of tarp draped across it to protect it from high-velocity dust. There must have been hundreds of thousands of tons of cargo in that greebled sphere of cargo containers. It must have been a non-trivial fraction of Cordillera's yearly offworld trade. Cordillera isn't a big colony; it's a dusty dry world with only a few small seas, marginally habitable, only 160 million inhabitants. The sphere is the most efficient shape for a container, and the protective tarp is light, and Humbolt doesn't need to worry about streamlining. Trucks and trains and planes and boats and Mariposa are long and narrow because if you have to worry about streamlining you want to minimize frontal area. Humbolt doesn't have to worry about friction, so its cargo can be gathered into a sphere, which is efficient.

Free traders like me with ships that can take off and land like Mariposa are still a lifeline on Cordillera. Until a few years back Cordillera had just one orbiting space station to service big cargo ships like Humbolt. The Hegemony gave them another one a few years back though. Gave them another space station. A whole space station. Just dragged it in all the way from Alpha Centauri. The Hegemony must have plans for Cordillera.

Humbolt fell behind quickly. After they'd passed a few million kilometers behind they sent a text message telling me they were about to fire up the big fusion rocket. The burn timing was already registered with Cordillera space control who'd passed it on to me, of course; it was just standard procedure. The Hegemony were sticklers for this kind of thing. The contents of the message were very standard too; if it hadn't been composed by a computer it might as well have been. I wondered if it was AI composed or some sort of standardized form they had a human fill out. There'd be an audio warning and check-in too.

The audio warning was less standardized. A male voice, with an accent that might have been Tolimanish, saying, "This is the Kentauric Hegemony nationalized transport KDY-442-A74F, the Humbolt, calling free trader Mariposa. Hello, Miss, uh ... Miss Cherinise? Did I pronounce that right? Just as per standard procedure we're giving you a redundant warning that we're going to fire up the big atomic flashlight in 600 seconds. Please acknowledge."

Mariposa and Humbolt were almost seven light seconds apart at this point; far enough apart for light lag to noticeably influence conversation. I could have fired up the subspace radio, but Humbolt hadn't bothered, and I wasn't going to spend power on it if they weren't.

I sent back, "This is free trader Mariposa, I understand and acknowledge your message. I see we have the same destination. Does that make this a race? Seems to be going pretty well for me so far if so; I left after you and I'm already ahead of you."

I couldn't resist the dig, even though I knew it was lame and wasn't even an effective one, it just drew attention to my own weakness. I made it sound happy, like I was joking and saying something to have an excuse to talk to somebody for a few minutes.

The voice from the Humbolt said back, "You'd lose. Might want to make sure any un-hardened electronics are protected before we fire the big rocket, and maybe put your fuel tank between your crew and cargo compartments and us, just to be extra safe. You should be OK at that distance, but it's gonna be some real Manhattan Project hours out here when we fire. KDY-442-A74F over and out."

I said back, "Mariposa's been in battles and flare star megaflares and I've had to navigate more than one particularly nasty gas giant and brown dwarf magnetosphere. My ship's built tough, I'll be fine. Free trader Mariposa, over and out."

For some minutes Mariposa and Humbolt fell up away from Cordillera's sun, glowing only with the warmth of life support and radar and power reactor standby power and cargo environment maintenance. Then Humbolt's main rocket fired.

Mariposa can do 4 G at a steady burn, more in a sprint. The big limit is my own tolerance. Compared to Mariposa's muscular rocket, Humbolt's great rocket is weak in thrust. It imparts the gentlest of pushes. Humbolt's great radiator wings soon sizzle with heat at a fifth of a G. It ejects less than 200 kilograms of fuel per second, for a ship that masses hundreds of thousands of tons fueled and loaded. It's built for fuel efficiency, endurance, not thrust. The big rocket fires continuously for more than two weeks, compared to Mariposa's 22 hour 1.2 G burn.

And that efficiency implies its own sort of power. That 200 kilograms flies out of the rocket nozzle at more than two percent the speed of light. Humbolt's big rocket is a butterfly's sigh in terms of thrust, but in terms of energy it's a nuclear bomb that explodes continuously for more than two weeks. Ships like Humbolt have to maneuver near planets using weaker secondary orbital rockets because of the damage that storm of radiation and high-velocity charged particles might do. Alerts squawked nervously as Humbolt became a dark speck at the end a brilliant comet of charged particles and radiation thousands of kilometers long, the brightest thing in Mariposa's sky except for the local sun.

Mariposa uses not a lot of energy to eject a lot of fuel not very fast. This gives it the thrust to blast off the surface of a world. It's like one of those gasoline-powered SUVs you see on a lot of low-population worlds with big stretches of hostile terrain; go anywhere no matter how bad the road, power over rocks and through sucking mud puddles. But it's like an SUV; it guzzles fuel. And fuel-guzzling, in space, ultimately means slow. Humbolt uses terawatts of energy to eject a little fuel very fast, and this makes it fuel-efficient, and fuel-efficient in space ultimately means fast.

The man was right. If it's a race, Mariposa will lose, I'll lose. Humbolt will reach the hyperlimit of Cordillera's system in a little over a month, reach Hyannis in a little over two months, well ahead of me. And with ships like Humbolt the Hegemony can charge shipping prices half of the minimum I can charge to stay in business and come out with a 20% profit. And they can ship high-bulk goods that are just out of reach for me. Mariposa is a flying fuel tank with an engine and a crew quarter and a cargo compartment attached, stuffed into something shaped like a delta-winged aircraft. Humbolt gets almost three times my delta V while being less than half fuel by mass.

Free traders like me kept trade flowing through the age of fragmentation and economic contraction after the disintegration of the Terran Empire. Our tough versatile little blast off from anywhere land anywhere rockets were just what human space needed back then. But it's getting tough for somebody like me to stay in business nowadays.

[cityparking1]

6 Tips to Avoid Parking Tickets in San Francisco

It does not take rocket science to know that finding parking in San Francisco is never easy. Finding legal parking in San Francisco is even more complicated, and as parking citations in SF can be an expensive affair, we don't want that right. So how can you park legally in San Francisco without having to pay any expensive parking citations? Just follow some of the basic parking rules, and remember some of the tips we mention in this article, and you are good to go. The only other alternative you can consider is pre-booking your parking in San Francisco through websites like www.way.com/. Having a basic understanding of the San Francisco parking rules is the first thing that will help you stay away from expensive parking tickets. Keeping an eye out for time limits can save even more dollars. Without any further ado, let's dive straight into the essential tips to avoid parking tickets in San Francisco.

Pay attention to the parking signboards.

Now when it comes to having tickets issued on your parked cars, some things are unavoidable, and there are things that can be avoided. One thing that can help you avoid parking citations is paying attention to the parking signboards in San Francisco before leaving your parking spot. All traffic signboards usually mention restrictions (if any) and the maximum legal duration of parking. If you pay attention to these signboards, you can easily park legally, avoiding parking tickets for a designated time. The parking enforcement in San Francisco is quite vigilant and won't hesitate to put tickets in San Francisco if you fail to move your car when the time limit expires.

Remember the magic number 72

Yes, you read it right. 72 is your favorite number to remember when it comes to parking in San Francisco. Even if you are parking spot does not have any restrictions mentioned like residential parking permit zones, street sweeping restrictions, or similar time limits, you can only park your car for a maximum of 72 hours. Any parking that crosses the 72-hour limit will be cited for overtime parking violations. Initially, the parking enforcement will issue a warning in the form of a marking notice affixed to the vehicle's windshield for the first time before moving into expensive parking citations. As long as you move your vehicle out before the 72-hour limit expires, you'll be safe from parking tickets.

Track parking permits and street sweeping schedule

San Francisco is a city that has permits like Residential Parking Permits (RPP) and street sweeping schedules in effect. If you are new to street sweeping schedules and RPP, make sure you do enough research on both before venturing into the city. For starters, Residential Parking Permit or RPP refers to special permits that allow parking, specifically to cars that have valid RPP markings on them throughout the entire block. You can either choose to park one block away or at least one-tenth of a mile away if you don't want parking enforcement officers issuing expensive parking tickets. Street sweeping schedules are usually mentioned in signboards next to the parking spaces. If you don't see a parking sign or have issues reading a signboard, you can call 311 and report the same.

If you have a driveway, park there!

More than a tip to avoid parking citations in San Francisco, this is more of a parking hack that can save you lots of stress. Unless you are familiar with the rules and regulations of parking in San Francisco, you would not necessarily know that it is okay to park in your own driveway. As long as you make sure that no portion of your vehicle extends over the sidewalk or onto the road, you are safe from all kinds of parking violations. If you are a resident of San Francisco who has his/her car registered to the building's address that you are parking in San Francisco, you are allowed to park parallel to the curb or street and even block their own driveway.

Know your parking curb colors

The city of San Francisco features a colored curb program that features different colored curbs and meters. Each curb's color designates to the type of parking restrictions for a particular spot and its maximum time limit. If you are unsure about what each curb colors refers to, here is an essential guide to keeping an eye out for with reference to what each color stands for:

Red – No parking zones – usually located near fire hydrants, bus stops, and the edge of driveways.

White – Loading zones – 5-minute parking zones for passenger loading and unloading.

Green - 10-minute parking zones – usually located in front of dry cleaners, florists, and ATMs

Yellow - No parking zones – reserved for commercial loading and unloading

Blue – Disabled parking zones – parking reserved for individuals with disabilities

Remember general parking etiquettes

Following general parking etiquette while parking usually ends in no parking citations for most cases. If you are a driver who generally takes time to ensure good parking practices like parking in designated zones within limits and respect other cars, the chance is pretty low for you to end up with parking citations. When you are parking in San Francisco, a busy city full of cars, always remember to leave at least 18 inches of space between cars when parking parallel. Never park with bumpers touching the car parking next to you. Parked cars might still need access to trunks and doors. If a parking space does not have painted lines, it does not necessarily mean that you should park as you please. In a city like San Francisco, where there are more cars than parking spaces, always park close to other parking vehicles so that more cars can utilize the parking in San Francisco.

If you still have trouble finding parking in San Francisco, it is high time you start considering pre-booking your San Francisco parking before heading out. Most of the parking lots listed on websites like Way.com offer affordable rates and secure parking features like contactless parking for rates as low as $2 per hour.

[nice-bright-colors]

Life Skills

When I was 18 I had a manual labor job (I was in the Teamsters Union) at UPS. I learned a Life Skill I never thought I’d ever use later on down the road. Loading trucks for long haul drives & railroad travel. Drop belly trucks, flatbed trailers, even shipping containers, all were used by UPS. Best part about that job was I lost about 60 lbs in the first 3 months. My family thought I was on drugs, friends I didn’t see that first summer after HS thought I contracted a disease. I lived on coffee, Mountian Dew, Marlboro Reds, and beer. Those were good times.

I never thought I would use those skills to load up a truck ever again. But here were 28 years later and I’ve moved using a truck at least 6 or 7 times. Helped friends move into houses, out of houses, switching apartments, etc. We’ve accumulated a lot of stuff over the almost 23 years we’ve been married. The last 4 or 5 we’ve really focused on keeping only the meaningful stuff. At almost 1000 sf this 2 bedroom, 1-1/2 bath Condo (which was converted from an apartment) is the largest place we’ve ever lived. Now we possibly might downsize a little more. Maybe 1 bedroom and a den (finally get my Mike Brady Architect’s Den). More importantly we’ve made that decision to sell, donate, give away, or throw away items we don’t want to store, then unload again later.

The plan is to reduce as much as we can into (2) UBoxes. So far after (4) loads in a Kia Soul, I barely have a couple of walls built. Everything we are going to store then move will need to fit inside 514 cubic feet, and weigh less than 2,000 lbs per UBox. Seems like an easy challenge. Bottom line is if I run out of room, oh well—I guess I’ll just throw that stuff out. I’ve done that before. Plus if we weren’t parting with large items, we’d need at least 1 more UBox maybe 2.

Not quite 15K steps that I thought, but I’m certainly going to feel every bit of those 22 floors in the morning. Not that I would or even could get back to weighing 150lbs like above, but the amount of sweat and physical activity that would take now would be nothing short of killing me. To do that at 18 or 19 is one thing, to do that at 46 could be life threatening. What is truly baffling to me is that time I was probably at my healthiest and still smoked 1.5 packs of cigarettes, drank 3 pots of coffee, slept for only a couple hours at a time, and drank 6-8 beers daily. Now my desk-job ass is struggling through a slow and steady moving process, quit smoking, no way I could drink 6 beers in one sitting (ok maybe light beers), and anything over 3 cups of coffee and I get shaky. Bet you can guess what speed I was in today?

[amazingacro-cats]

SF FANS! We need your help! We desperately need volunteers today through Sunday, both afternoon & evening shows. Mew can work the merch table, be an usher, load/unload the cat bus - even help us onstage for the Rock Cats' grand finale! (Last week, Catman of West Oakland kept Nue and Cluck Norris on their marks!) All volunteers see the show for free, & most shows are sold out! The link to volunteer is below. Please help spread the word! Thank mew!

📸: Rob Woblers

[sunnyworldwidelogistics]

Shipping from China to Mexico: Freight Forwarder Handles Delays Due to Bad Weather Without Missing Deadlines

Shipping from China to Mexico: Freight Forwarder Handles Delays Due to Bad Weather Without Missing Deadlines

A few weeks ago, I received a shipping inquiry from Carlos, a client in Mexico. His company imports furniture, and this time he needed to ship 4.5 CBM/700 KG of office furniture from Ningbo to the Port of Manzanillo, Mexico. Carlos hadn’t worked with us before, so he was cautious about choosing a freight forwarder China to Mexico.

"Your price doesn’t seem competitive," Carlos mentioned over the phone, sounding hesitant. "I need to think about it and see if there’s a better option."

I understood his concerns, which are common when customers don’t know us yet. When they start comparing us to other freight forwarders China to Mexico, price is often the only thing they focus on. So, I explained in detail that shipping to Mexico, or anywhere else, isn’t just about the transportation fee. It also involves booking space, customs clearance, warehousing, and much more. To reassure him, I highlighted some of Sunny Worldwide Logistics' strengths: we’ve been in business since 1998, and all our employees have 5-10 years of experience, making them capable of handling any unexpected incidents. We also have our own logistics fleet in Shenzhen, which gives us greater control over the process. “Additionally, we have our own warehouse, which allows us to fully manage and control the logistics chain,” I added.

Carlos listened carefully and said he would think it over. A few days later, he messaged me: “Alice, I did some research and heard your on-time departure rate within China is 99%, even more reliable than SF Express. I’d like to try your services.”

Once the cooperation was confirmed, we immediately started planning the logistics in detail. First, we secured a suitable cargo space for Carlos’s specific size requirements. Our team, with strong ties to the shipping lines, was able to lock in a spot and confirm the sailing date. We then handled all the necessary documents, including the bill of lading, and ensured everything was correct before successfully completing the customs clearance. The cargo was loaded on time.

However, after the shipment was on its way, we received notice from the shipping line that due to severe weather, the vessel would be delayed by two days. This made Carlos very anxious, as his company had planned a large furniture exhibition the day after the cargo was supposed to arrive.

“The delay will cause major problems for us,” Carlos wrote in an email. “We need a solution.”

We quickly took action. Thanks to our membership in several logistics associations, including WCA, we could reach out to reliable agents. I contacted a local port agent and explained the situation, asking for their help. Once the cargo arrived at the port, they prioritized unloading and expedited the customs clearance process. We also coordinated with a trucking company to pre-schedule the truck, ensuring that as soon as customs cleared the goods, they would be delivered to Carlos’s location without delay.

In the end, even though the cargo arrived a day late, our efficient handling ensured that it reached Carlos’s warehouse in time for the exhibition. Carlos was very grateful for our quick response and professionalism. "You’re not just any freight forwarder China to Mexico. You really care about your clients," Carlos said.

This shipment to Mexico had its challenges, but in the end, everything went smoothly, and Carlos’s exhibition wasn’t affected. It’s through handling these kinds of details that we demonstrate our professional service capabilities.

At Sunny Worldwide Logistics, we have our own dedicated warehouse at Yantian Port—one of only three among Shenzhen’s 60,000 logistics companies. We also own an 1800-square-meter office, ranking us among the top three in our industry, and have our own fleet, something only 10% of companies can claim. Feel free to contact me if you need assistance. Want to know more about me? Check out my diary!