|
|
|
|
2/2/2010The American Association of Port Authorities (AAPA) will not join efforts by the Ports of Los Angeles (POLA) and Oakland to amend federal transportation law, the Journal of Commerce reported Jan. 27.
“At issue in this debate is an effort by the Ports … to amend federal preemption authority over interstate commerce to give ports regulatory control over harbor trucking in matters relating to security, congestion and the environment,” said JOC.
The Teamsters Union seeks the change in federal law so ports and local jurisdictions can ban owner-operators and make it easier to unionize port truck drivers.
“This labor issue is dividing the port industry … [and] the AAPA, which represents more than 140 public port authorities, determined it should take a position on the issue that is dividing the industry. Susan Monteverde, AAPA's vice president of government relations, said the issue boiled down to whether ports should be able to regulate the vehicle or the motor carrier,” said the magazine.
Port Authorities can regulate the types of trucks that drive into ports. Clean Truck Programs at the Ports of Los Angeles and Long Beach ban trucks with older diesel engines to reduce truck pollution. However, Port Authorities can not regulate the type of drivers that are behind to wheel.
The Port of Los Angeles attempted to require all harbor truck companies to replace independent contractor drivers with employee drivers. The U.S. Court of Appeals determined this requirement violated federal law. Now Los Angeles and its allies are lobbying the federal government to change the law.
According to the Journal of Commerce, since the Port of Long Beach has proven it can reduce truck pollution by about 80 percent 2 years ahead of schedule without banning independent contractors, “AAPA does not believe it is necessary to engage in a costly and controversial effort to amend the law, Monteverde said.” A majority of the six-member AAPA Legislative Policy Committee voted not to seek an amendment and that is now the position of the AAPA, Monteverde said.
1/29/2010A CNN/Opinion Research Corporation survey released Jan. 29 indicates that 80 percent of Americans support spending stimulus funds from the American Recovery and Reinvestment Act of 2009 to build or repair roads and bridges, justifying the American Trucking Associations’ (ATA) support for these projects that provide jobs and make transportation more efficient. Only 62 percent of those polled approved of stimulus spending on trains, buses or mass transit.
On Jan. 25 CNN released poll results showing that nearly three out of four Americans think that much of the money spent in the federal stimulus plan has been wasted, largely because they have not seen tangible benefits from the widespread government spending. Just $26.6 billion – a mere 3.3 percent – of the total $787 billion stimulus package enacted in February 2009 was made available for highway, road and bridge projects.
“There is much skepticism that the bill is wasteful, full of politically-motivated projects, and has benefitted fat cats at the expense of ordinary Americans," said CNN Polling Director Keating Holland.
ATA Past Chairman Charles "Shorty" Whittington told President Obama at the National Jobs Summit in December that investing in highways is the quickest, most efficient way to create jobs and restore the economy. He encouraged the President to consider the economic benefits of longer-term spending as well, not just a one-time stimulus. “Infrastructure spending makes U.S. businesses more competitive,” said Whittington. “Every dollar invested in the nation’s highway system yields $5.40 in economic benefits as a result of reduced delays, improved safety and lower vehicle operating costs.” Traffic congestion caused by freight bottlenecks poses a great threat to U.S. productivity. Last year the Texas Transportation Institute (TTI) estimated that Americans wasted $87 billion in the form of 2.8 billion gallons of fuel and 4.2 billion hours because of traffic congestion in the 439 urban ‘chokepoints’ identified across the country. TTI reports that 12,676 new lane-miles of highways and roads are needed to keep up with congestion.
According to the American Association of State Highway and Transportation Officials, there are nearly 7,500 highway projects throughout the country worth more than $47 billion that could be started almost immediately. The Federal Highway Administration estimates that each billion dollars invested in federal-aid highway projects generates approximately 30,000 jobs. Therefore, this spending level could, in a very short time span, create at least 1.4 million good jobs, while also making our highways safer and less congested.
ATA urges Congress and the Obama Administration to expedite funding for ready-to-go highway projects while continuing to work toward quick passage of a long-term highway bill with robust funding for highway projects that yield significant national and regional economic benefits.
1/25/2010The Port of Los Angeles Harbor Commission approved a contract extension with a lobbying firm to continue pressing Congress for changes to federal laws that regulate the trucking industry, the Journal of Commerce reports.
Los Angeles contracted with the lobbyist last spring and “since then has extended the contract several times. Under the latest extension, the port will pay the firm $60,000 to continue representing its interests through April 26. That payment will raise the total contract cost so far to $265,500,” the magazine said.
“The Washington lobbying firm is spearheading port efforts to draw new limits on federal trucking oversight and allow local regulation of harbor trucking,” said Mongelluzzo. At present, federal law protects the trucking industry from a patchwork of local regulations that would stifle commerce and the flow of goods at our nation’s ports.
“At the core of this effort is an attempt by the Teamsters union to organize port truckers nationwide,” said Mongelluzzo. The Teamsters union and their allies in the Los Angeles government attached a requirement to the Port’s clean trucks program that would ban independent owner operators and force all port truck drivers to work for large companies, making it easier to unionize the workforce.
The U.S. Court of Appeals said the Port of Los Angeles’s employee requirement was illegal and halted its implementation, saying the requirement had nothing to do with safety or the environment at the port. However, the City continues to use taxpayer dollars to fight for its union agenda through litigation with the trucking industry and through lobbying for a change in federal law. According to CityWatch, Los Angeles has already spent $5 million with an additional $2 million to $3 million budgeted for litigation and lobbying to defend the requirement, which would force thousands of independent owner-operators to give up their businesses.
1/22/2010The Ports of Los Angeles and Long Beach ban on diesel trucks built before 2003 kicked off this month, and it was pretty much a non-event, the Long Beach Press-Telegram reported.
The newspaper said that just 3 old trucks were turned away on Day 1, while 400 clean, new trucks rolled in at the Port of Long Beach with hardly a whiff of emissions. The scene was similar at the Port of Los Angeles. Business continued as usual.
Many were surprised that most of the cleanup already had been accomplished – 80 percent of diesel emissions had been eliminated, and 90 percent of the trucks serving the ports meet the new, stringent clean-air standards,” the Press-Telegram said.
This environmental progress belies claims by the International Brotherhood of Teamsters that the ports cannot attain environmental goals unless owner-operators are banned and all drayage drivers are required to work for trucking firms. To sell their scheme as a port cleanup program, the Teamsters assembled a hodgepodge of groups, including the Natural Resources Defense Council and the Sierra Club, to mislead the public about their goal. Former Long Beach Harbor Commission President James Hankla said that the environmental community made a devil’s bargain with the Teamsters and “come hell or high water, they are going to defend that position.”
The Port of Long Beach never adopted the Teamsters’ plan to ban owner-operators and has not been hindered in cleaning the air. Despite the environmental success at Long Beach, the Teamsters, environmental groups and Los Angeles Mayor Antonio Villaraigosa, a former union organizer, are campaigning to require not only the Port of Los Angeles but distribution centers and ports nationwide to ban owner-operators and allow only employee drivers, which would enable the Teamsters to organize them, reported the Press-Telegram. The Teamsters want federal transportation law changed to allow state, county and municipal governments to regulate interstate trucking, which is now illegal.
The Press-Telegram article concludes by pointing out a recent editorial in The Wall Street Journal that said unionization would give the Teamsters enormous bargaining leverage over work rules and pay, sharply raising the cost of moving goods, as well as the power to shut down ports in a strike. According to The Journal, the response of trade groups would be to divert cargo to Mexico or Canada.
1/19/2010Our citizen-soldiers in the National Guard or Reserves that have been deployed abroad should not come home and face a battle to get their job back, Lt. Col. David L. “Duke” Ellington (ret.) said in a Freight Public Policy Blog on January, 11, 2010.
“As if the stress of a combat zone is not enough, some Guard and Reserve members also suffer financial hardships due to their service. This happens when their military pay while on deployment is less than that which they were making in their private industry job. Worse yet, even though federal law mandates that an employer must provide re-employment at a similar level and pay to returning employees, some Guard and Reserve members come back, find their employers have abandoned them, and have to fight to get their job back — a travesty that was brought to light by the TV newsmagazine “60 Minutes,” said Ellington.
Ellington, a personnel supervisor for Con-way Freight’s Indianapolis service center, said his company believes it is their duty to show citizen soldiers the respect, admiration and support they deserve. “At any one time we may have as many as 100 employees on active deployment. While on leave for deployment, the families of these service men and women continue to receive company medical benefits. In the case where the deployed-employee’s military pay is less than their Con-way pay, the company makes up the difference,” said Ellington.
“Upon return, these employees have access to resources and counseling under the company’s health plan to help them deal with the stresses of their deployment and reintegrate into society. And finally, the job they had when they went on deployment is there for them when they come home,” said Ellington.
In addition to Con-way’s efforts, the ATA is working with the Army Reserve to help recruit and retain reservists with truck driving skills, and to help truck drivers leaving the military to find jobs with trucking companies. Con-way and ATA hope that all of us participate in supporting those who protect our freedoms. These efforts make a huge difference in the lives of our men and women in the military.
1/5/2010Facing a local unemployment rate of nearly 14 percent, Los Angeles Mayor Antonio Villaraigosa has stressed that he’s focused on one goal often overlooked in his previous term: creating jobs. To do so, the Mayor has turned to some of the city’s most influential business leaders for help. A formal announcement on the role of the team and possible hire of a deputy mayor to serve as jobs czar will come in January.
According to the Los Angeles Times, the business leaders recently picked by Villaraigosa to lead the jobs initiative say the mayor's administration did not pay enough attention to the economy during his first term. Los Angeles controls the Port of Los Angeles, one of Southern California’s biggest economic drivers. Instead of using the port as a growth engine, former Mayor Richard Riordan said, initiatives such as Villaraigosa's clean-air program at the Port of Los Angeles put truck drivers out of work.
The City of Los Angeles, International Brotherhood of the Teamsters and Natural Resources Defense Council, have fought tooth and nail for regulations requiring all drayage drivers at the port to work as employees of trucking firms. Forcing owner-operators to give up their businesses and work for large companies is not needed or even related to air quality issues and is not needed to allow port expansion, but it does make it easier to unionize the drivers.
The employee mandate threatens the efficiency of the port and will drive cargo from Los Angeles to other ports, undermining the jobs of all port workers. Everyone loses when Los Angeles loses cargo share.
"They moved too quickly," said Riordan, who Villaraigosa selected to head a team of volunteer economic advisors to spur job growth. "You're getting environmentalists and unions going in for their piece of the pie without looking at the fact that people are starving in the meantime. If you're destroying the lives of poor people, you have to step back."
Despite the dire employment situation and the commitment to job creation, Villaraigosa remains unwilling to drop the lawsuit over the labor aspects of the Port’s clean-air program. According to CityWatch, Los Angeles has already spent $5 million with an additional $2-3 million budgeted for litigation and lobbying to defend the port’s clean truck concession requirements, which would force thousands of independent owner-operators out of their jobs.
The Port of Long Beach has significantly reduced air pollution since 2005, according to a recent Air Emissions Inventory report. The Port of Long Beach achieved its best air quality report card since emissions studies began in 2002 through cleaner technology, not from a slowdown in cargo, a Port spokesman said. Similar air quality improvements have occurred at the adjoining Port of Los Angeles.
The trucking industry-supported Clean Truck Programs at the Ports of Long Beach and Los Angeles have retired older diesel engine trucks and reduced truck pollution by 80 percent, putting the ports’ clean air programs 2 years ahead of schedule. The Ports estimate that nearly 8,000 older diesel trucks have been retired since the program’s implementation. The reduction of truck pollution has come without banning small independent businesses from port trucking, something the Port of Los Angeles is attempting to do to benefit the Teamsters.
The Clean Trucks Program, which began in October 2008, the expanded Green Flag vessel speed reduction program, the use of low-sulfur fuel for ships, and the first use of shore power for ships at berth all contributed to significant air improvements, said the Port of Long Beach.
“I’m very encouraged by this study,” said Nick Sramek, President of the Long Beach Board of Harbor Commissioners. “Speaking as a resident of the West side of Long Beach, this is a critical public health issue for our community. It’s imperative that the Port meets or exceeds the aggressive goals in our Clean Air Action Plan.”
The Air Emissions Inventory is a comprehensive accounting of emissions from Port of Long Beach-related cargo movement and is developed with the cooperation and participation of Port tenants and shipping lines. Declining cargo shipments had some effect on the pollution levels, but not a major one, said the Port of Long Beach. During the study period, the amount of cargo shipped through the Port dropped by 3 percent, and there was a 4 percent drop in visits by container ships due to the global recession.
For more information reference the Port litigation section of TruckingMatters Blog.
12/28/2009According to U.S. railroads' advertising, shifting freight from highway to rail through government incentives will result in a "greener" transportation system. However, a new report says the railroads' claim isn't true.
"When all factors are considered, most freight currently moving by truck would consume more energy if converted to a 100 percent rail move," said FTR Associates' Noel Perry, who authors a report titled Transportation Fundamentals.
By design, the trucking and railroad industries serve very different markets. While railroads excel at carrying heavier, bulk commodities such as coal and stone, America relies on trucks to deliver lower density, higher value goods, like food, clothing, medicine and electronics. "Existing market forces have already done an excellent job of maximizing fuel efficiency by allowing rail and truck to do what they do best," said Perry.
Virtually all freight reaches its final destination by truck and 80 percent of communities rely solely on trucks for freight transportation. Generally, moving goods by railroad isn't even a financially sensible option unless the destination is greater than 750 miles. Given their cost, speed and reliability, trucks are the moving force behind today's supply chains and deliver nearly 70 percent of all U.S. freight tonnage.
In addition to touting the environmental benefits of maintaining our nation's modal mix, Perry said the system does have room for improvement. "Modifying existing truck size and weight standards, which have been frozen for over 20 years in the U.S., would also improve transport's environmental footprint substantially. Both energy efficiency and safety would be improved by the operation of larger, but fewer trucks."
There is evidence that the pro-railroad advertising tsunami is failing in another way. There's still no indication that "green" is a selling point for America's shippers. The railroads are spending millions on lobbying efforts and advertising campaigns in an attempt to overshadow the environmental advances and cost-effectiveness of trucking, but have yet to prompt a sizable freight shift from trucks to trains. According to Purchasing Magazine, very few shippers say green considerations play a major role in their modal decisions. They simply haven't bought into the hype and continue to base modal decisions on cost first.
"Being green is more of an interesting fact than a decision point," says Tom Jones, senior vice president of supply chain solutions at third-party logistics provider Ryder System in Miami. "It would be fair to say that shippers - especially those in retail and consumer packaged goods industries that are more sensitive to consumer perceptions - are probably considering the environment now more than they did a few years ago, but that it is not yet a driving factor in supply chain decisions."
Jones told Purchasing that shipping companies in the current economy are under such cost pressure they have to select the most cost-effective shipping method. He also said that more logistics providers - especially third-party logistics providers - have developed capabilities to analyze and measure the green benefits of various options and help shippers make the most cost-effective and environmentally friendly choices. "It really isn't about which mode is greener, rail vs. truck," said Jones.
The trucking industry recognizes the value of railroads as part of the freight network. Trucking companies are among the railroads' best customers, and place freight on railroads whenever the distance of travel and nature of the cargo make an intermodal rail-truck freight movement economically viable. However, these opportunities are extremely limited and make up less than 2 percent of the freight market. Each shipping need must be looked at holistically to determine the best mode of transportation, or combinations of modes, depending on what is best suited to the specific task.
12/18/2009The Port of Long Beach program to cut port-servicing diesel truck emissions by 80 percent is set to meet its original goal two years ahead of schedule, according to Port officials.
Despite the obvious success of Long Beach’s Clean Trucks Program in ridding the Port of older, more polluting trucks, the International Brotherhood of Teamsters continues to insist that other ports cannot attain such air quality goals unless all drayage drivers are employees of trucking firms. Instead of improving air quality, an employee mandate would destroy thousands of small, independent owner-operator trucking businesses. Forcing port drivers to give up their businesses and work for large companies also makes it easier to unionize the drivers.
In their Fall 2009 report on the effects from trucking operations at the Port of New York and New Jersey, the Teamsters attempt to justify this radical plan by relying on a discredited study done by a strongly pro-union researcher at Rutgers University. According to the researcher, owner-operators at the Ports earn an average of $28,000 annually. Based on that average salary, they assume that owner-operators cannot possibly afford to meet increasingly stringent environmental requirements or properly maintain their trucks.
The study ignores all other reports indicating that pre-recession, most owner-operators made $40,000 to $50,000. Some drivers in the New York/New Jersey market made more than $100,000 annually. At the time of the study, the trucking industry was experiencing a driver shortage and CDL holders could find company jobs in most markets. Those that operated their own small business did so by choice and were equipped to meet new emissions requirements.
If the Teamsters’ curious concern about air quality and the health of workers at the ports is truly altruistic; why not first pursue more stringent emissions regulations for the other transportation providers in the maritime freight transport system? Trucks are a tiny source of pollution compared to ships.
Improving truck emissions at the Ports is easy – just support a program like the one that is already working well at the Port of Long Beach. Such a plan also allows thousands of independent owner-operators to maintain their businesses and the lifestyle they desire.
12/17/2009The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) will begin enforcing its New Entrant Safety Assurance Process rule for truck and bus companies as of Dec. 16, raising the compliance standards for passing new entrant safety audits and requiring that new carriers correct safety deficiencies before being granted permanent registration.
“Raising the safety bar for entry into trucking is something ATA fully supports,” said ATA Vice President Dave Osiecki. “In fact, the bar should be raised even higher. New carriers should be required to take and pass a safety training course before beginning operations."
Under the more stringent federal requirements, a newly registered truck or bus company automatically fails its initial safety audit if FMCSA discovers violations of any one of 16 essential federal safety regulations. The regulations cover controlled substances and alcohol testing, hours-of-service limits, driver qualifications, vehicle condition and carrier insurance responsibility.
New carriers that fail the new entrant safety audit may lose their ability to operate unless action is taken to correct their deficiencies within a time period established by FMCSA. The rule also subjects new entrants to an expedited safety audit or review if inspectors discover certain violations during road side inspections, said the DOT. For more information on the New Entrant Safety Assurance Process rule, visit the FMCSA website www.fmcsa.dot.gov.
ATA has long advocated for stronger regulations for new entrants into the trucking business. ATA’s progressive 18-point safety agenda includes several specific recommendations to address new motor carriers. More specifically, ATA recommends new motor carrier owners, both interstate and intrastate, be required to satisfactorily complete a safety training class before commencing operation. This safety training curricula should meet uniform standards nationwide. ATA also recommends that the Federal Motor Carrier Safety Administration (FMCSA) initial safety audit be conducted within six months of beginning operations, rather than within the current 18 months. Further, ATA recommends requiring new carriers to attach proof of training to their application for a DOT number.
| Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XsnLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | FileType | xsn | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.2 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.3 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.4 | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsx | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsb | 255 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsx | 256 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsb | 256 |
|
|
|
|
|
|
|
|
|
| Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XsnLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | FileType | xsn | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.2 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.3 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.4 | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsx | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsb | 255 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsx | 256 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsb | 256 |
|
|
|
| Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XsnLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | FileType | xsn | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.2 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.3 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.4 | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsx | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsb | 255 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsx | 256 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsb | 256 |
|
|
|
| Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XsnLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | FileType | xsn | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.2 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.3 | 255 | | Edit in Browser | /_layouts/images/icxddoc.gif | /truckingmatters/_layouts/formserver.aspx?XmlLocation={ItemUrl}&OpenIn=Browser | 0x0 | 0x1 | ProgId | InfoPath.Document.4 | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsx | 255 | | View in Web Browser | /_layouts/images/ichtmxls.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&DefaultItemOpen=1 | 0x0 | 0x1 | FileType | xlsb | 255 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsx | 256 | | Snapshot in Excel | /_layouts/images/ewr134.gif | /truckingmatters/_layouts/xlviewer.aspx?listguid={ListId}&itemid={ItemId}&Snapshot=1 | 0x0 | 0x1 | FileType | xlsb | 256 |
|
|
|
|