Driving To Deliver Your Business


A dairy truck accidentally spilled milk on UK streets, and a cop started a punny affair!

Written by Shreya Das | New Delhi | Updated: March 17, 2018 9:31 pm[1]

When the phrase ‘no point crying over spilled milk’ comes to life. (Source: PC Dave Wise/ Twitter)

Winning hearts with quirky tweets has become a trend on the Internet. Be it relatable references from popular TV and Netflix shows or hit dialogues from Bollywood films, it doesn’t take too much time to grab attention. Not just Mumbai Police and Bengaluru Police, but cops all around the globe have upped their social media game.

And now, a policeman from London joined the brigade and wowed Tweeple with his punny thoughts. Recently, a dairy truck loaded with carts of milk toppled, and dribbled milk all over Gloucester Road in the British Capital. Social media was full of images of the spillage but one particular tweet by a cop stole the show — way more than the actual traffic news update posted by the Gloucestershire Police’s traffic wing Force Control Room.

Spillage on Over Roundabout, #Gloucester.

Road currently blocked due to lorry shedding its milk load. @Tri_Force on scene and clean-up will be done as soon as possible pic.twitter.com/24wphedS94[2][3][4] — Force Control Room (@GlosPolice_FCR) March 15, 2018[5]

While giving traffic updates after the accident on Twitter, Police Constable Dave Wise wrote[6], “no point crying over spilled milk,” to ask people to avoid the road.

#TrafficAlert #TrafficNews[7][8] No point crying over spilled milk!

A40 #Gloucester – expect delays. pic.twitter.com/gNvGk12h4t[9][10] — PC Dave Wise (@CopThatCooks) March 15, 2018[11]

Tweeple loved his sense of humour and lauded him for cleverly using the idiom. His tweet soon went viral and garnered more than 1700 likes, at the time of writing.

Soon, other Twitter users too used the opportunity to show off their ‘pun’ game.

Your puns are criminal ?. — Scott McGready (@ScottMcGready) March 15, 2018[12]

Mooo – ve along please, sir. Nothing to see here.

— Philip Morris (@PhilipJMorris) March 15, 2018[13]

It’s actually a deliberate trap. The police are on the lookout for a cereal killer. — Martin (@StarlingMoss) March 16, 2018[14]

Bet the driver was in shock seeing that going passed-your-eyes ( pasteurised)

— Blondie :0) (@blondechick_0) March 16, 2018[15]

That’s going to end on a sour note??? — US Two ? (@rhaig55) March 15, 2018[16]

If you get lost just take the Milky Way ???? — Todd Howard (@tncuniversity) March 16, 2018[17]

I dairy to find a better headline than that. ?

— Jackie ? (@jackieXcoffee) March 16, 2018[18]

And of course, there were many memes and jokes that gave a funny twist to the sorry event.

Now all you need is a lorry carrying cereal to leave its back doors open — Jasmine Y (@stoleyaunicorn) March 15, 2018[19]

#meow #meow #meow oh we’ll have a slurp of that #lappingitup #Wilma[20][21][22][23][24] — @SunkMoggies (@sunkmoggies) March 15, 2018[25]

Imagine how many cows were milked in the makin of this video lol

— ?Berta????? (@SmyRoberta) March 16, 2018[26]

A very large rice pudding? — J.Lee (@lee88828880) March 16, 2018[27]

pic.twitter.com/4uwTmdqPx9[28] — potato friez (@potato_friez) March 16, 2018[29]

Now to wait for a cookie truck to overturn! pic.twitter.com/c4IUExwdWL[30]

— Very Stable Genius Krysti ???? (@TheRuntSquad) March 16, 2018[31]

What are your thoughts about it?

Tell us in the comments below.

For all the latest Trending News, download Indian Express App[32][33]

(C) IE Online Media Services Pvt Ltd


  1. ^ Shreya Das (indianexpress.com)
  2. ^ #Gloucester (twitter.com)
  3. ^ @Tri_Force (twitter.com)
  4. ^ pic.twitter.com/24wphedS94 (t.co)
  5. ^ March 15, 2018 (twitter.com)
  6. ^ wrote (twitter.com)
  7. ^ #TrafficAlert (twitter.com)
  8. ^ #TrafficNews (twitter.com)
  9. ^ #Gloucester (twitter.com)
  10. ^ pic.twitter.com/gNvGk12h4t (t.co)
  11. ^ March 15, 2018 (twitter.com)
  12. ^ March 15, 2018 (twitter.com)
  13. ^ March 15, 2018 (twitter.com)
  14. ^ March 16, 2018 (twitter.com)
  15. ^ March 16, 2018 (twitter.com)
  16. ^ March 15, 2018 (twitter.com)
  17. ^ March 16, 2018 (twitter.com)
  18. ^ March 16, 2018 (twitter.com)
  19. ^ March 15, 2018 (twitter.com)
  20. ^ #meow (twitter.com)
  21. ^ #meow (twitter.com)
  22. ^ #meow (twitter.com)
  23. ^ #lappingitup (twitter.com)
  24. ^ #Wilma (twitter.com)
  25. ^ March 15, 2018 (twitter.com)
  26. ^ March 16, 2018 (twitter.com)
  27. ^ March 16, 2018 (twitter.com)
  28. ^ pic.twitter.com/4uwTmdqPx9 (t.co)
  29. ^ March 16, 2018 (twitter.com)
  30. ^ pic.twitter.com/c4IUExwdWL (t.co)
  31. ^ March 16, 2018 (twitter.com)
  32. ^ Trending News (indianexpress.com)
  33. ^ Indian Express App (play.google.com)

Wincanton : FUSO ECanter

KAWASAKI, Japan, March 16 — Mitsubishi Fuso Truck and Bus Corp. issued the following news release:MFTBC Mitsubishi Fuso Truck and Bus Corporation, a leading commercial vehicle manufacturer under Daimler Trucks, has today handed over the world’s first all-electric light-duty truck in series production, the FUSO eCanter, to UK customers in London.The three customers to operate the all-new FUSO eCanter in the UK are delivery firm DPD, flour milling giant Hovis and logistics business Wincanton PLC. Especially engineered for urban distribution systems, the eCanter will play an important part of these companies’ environmentally-friendly credentials.Marc Llistosella, President and CEO of MFTBC and Head of Daimler Trucks Asia: “After our launches in New York, Tokyo and Berlin, we are proud to hand over the all-electric eCanter to visionary customers in London today. As an emission-free and quiet alternative to conventional trucks, the eCanter is the ideal solution for sustainable urban delivery.

But we do not stop here. Having access to Daimler’s vast global network, we are committed to cooperate with and support local governments in building an E-ecosystem including necessary infrastructure to facilitate the growth of environmentally friendly distribution systems. We are excited to be able to work with cities such as London as they work to create a greener and more sustainable urban environment in the UK”Mike Belk, Managing Director of Mercedes-Benz & FUSO Trucks UK said “Today is a historic day for London’s transport operators.

Fully electric trucks are no longer science fiction we at Daimler are already manufacturing them under the FUSO brand and now we’re putting them into operation with well-known customers. We’re pleased to build on our relationships with DPD, Hovis and Wincanton in this way, as they clearly believe the FUSO eCanter is a viable proposition for their urban distribution business.”Jesse Norman, Transport Minister of the Central Government: “Emissions from heavy goods vehicles represent one of the biggest environmental challenges we face in the transport sector. Daimler’s development of vehicles that can operate with zero emissions in urban areas, reducing pollution and noise, represents an exciting prospect.”Customers opting for a green alternative in delivering their goodsBetween them, DPD, Hovis and Wincanton will operate several eCanter trucks in their fleets for deliveries in and around London.

The companies have each shown their commitment to sustainable fleet operations by investing in the vehicles, and each is looking forward to reductions in operational costs, not to mention noise and emissions.DPD is an international delivery business distributing 4.8 million parcels per day in over 200 countries worldwide. In the UK, DPD employs over 6,000 people and operates 2,340 vehicles in its fleet. The logistics business is going to operate one FUSO eCanter for the first two years.Hovis is a baking and flour milling business headquartered in High Wycombe, employing around 3,200 people at bakeries, flour mills and distribution centres in the UK.

Its milling business processes over 800,000 tons of wheat per year, supplying flour to craft and industrial bakers across the UK and Ireland. Hovis will run two vehicles initially.Wincanton PLC is Britain’s largest logistics firm with approximately 17,500 employees at more than 200 sites. It will add five FUSO eCanter trucks to its fleet of 3,600 vehicles, and the company aims to develop a UK-wide sustainable road transport and distribution system.The FUSO eCanter A journey towards electrificationWith years of extensive development and over 90,000 kilometers of thorough testing in Europe and Japan, the eCanter is the world’s first all-electric light-duty truck in series-production.

The eCanter was developed by Mitsubishi Fuso Truck & Bus Corp. (MFTBC) and is produced in Tramagal, Portugal for the European and US markets and in Kawasaki, Japan for customers in Japan. Following its global launch in New York in September 2017, the first eCanter vehicles were committed for delivery to companies such as UPS in the US, Yamato and 7-Eleven in Japan, and DHL, DB Schenker, Rhenus and Dachser in Germany.The eCanter has a GVW of 7.49 tons and a payload of up to 4.5 tons depending on body and use case. Powered by six high-voltage lithium-ion batteries with 420 V and 13.8 kWh each, the electric drivetrain with a permanent-magnet-motor delivers 129 kW (180hp) via a single-gear transmission in the rear axle.

A single charge allows effective operating ranges of over 100km, which is more than enough for inner-city distribution. With the emission-free eCanter, customers not only contribute in shaping a sustainable urban environment, but are able to reduce their operational costs by up to 1,000 Euro for every 10,000 kilometres they use the vehicles, compared to conventional diesel trucks.FUSO has a long history in the development of alternative drivetrains. The Canter Eco-Hybrid has been in production since 2005, offering customers a light-duty truck with a hybrid drivetrain.

At the International Motor Show (IAA) 2010 for commercial vehicles in Germany, FUSO presented the Canter E-CELL, a prototype of an electric Canter. This was followed by extensive customer testing in Portugal and Germany between 2014 and 2017.In 2017, MFTBC launched E-FUSO, a product brand exclusively dedicated to electric trucks and buses. Over the course of the next years, FUSO is committed to incrementally electrifying its entire product portfolio depending on feasibility and technological advancements.

Here, Daimler’s vast pool of resources and know-how in the electrification of vehicles comes to the fore.Mercedes-Benz Trucks UK Ltd at a GlanceMercedes-Benz Trucks UK Ltd is the sales and marketing organization responsible for all Daimler truck products in the UK, including Mercedes-Benz and FUSO Canter. In 2017, Mercedes-Benz Trucks UK Ltd registered 8,385 new trucks. Mercedes-Benz registrations grew by 9 percent year-on-year, totaling 7,561 trucks.

The company’s total market share for 2017 was 18.6 percent – with Mercedes-Benz the second biggest truck brand in the UK.FUSO at a GlanceFUSO is a Daimler Truck brand, covering nearly all regions around the world. FUSO’s light-duty to heavy-duty trucks (GVW 3.5 49 tons), vans, industrial engines, and buses are sold in more than 170 markets. The FUSO brand is based on four core brand values; Trusted Quality, Economic Efficiency, Solid & Functional Design, and Committed Services.E-FUSO at a GlanceE-FUSO is the all-electric product brand of Mitsubishi Fuso Truck and Bus Corporation (MFTBC).

With vast experience in the development of alternative drivetrains, MFTBC is committed to release all-electric versions of its entire product portfolio including light, medium, and heavy-duty trucks and buses. In 2017, Mitsubishi Fuso became the first global OEM to launch an all-electric, series-produced light-duty truck: the eCanter.MFTBC at a GlanceBased in Kawasaki, Japan, Mitsubishi Fuso Truck and Bus Corporation (MFTBC) is one of Asia’s leading commercial vehicle manufacturers. In 2016, the company sold a total of 130,000 vehicles including light, medium, and heavy-duty trucks and buses under the FUSO brand, with 89.29 percent of its shares owned by Daimler AG and10.71 percent by various Mitsubishi group companies.

MFTBC is an integral part of the Daimler Trucks division of Daimler AG.(C) 2018 Targeted News Service, source News Service

Being bullish about Arctic shipping – the Northern Sea Route (NSR)

Being bullish about Arctic shipping – the Northern Sea Route (NSR) by Nat South for the Saker Blog Part 1

The Northern Sea Route, (????????? ???????? ????) handled a record 9.7 Mn tons of sea cargo in 2017. http://en.portnews.ru/news/251959/[1]

President Putin, in his speech to the Federal Assembly at the beginning of March, stated that he would like to see a tenfold increase of cargo transported along the NSR by the end of 2024. Being bullish about Arctic shipping – the Northern Sea Route (NSR) At present, three Arctic routes are of interest as intercontinental maritime alternatives

for shipping traffic: ? Northern Sea Route (NSR) – used by wide range of types of commercial shipping;

? North-West Passage (NWP)- with occasional commercial traffic, (ore bulkers), but also the occasional cruise ship;

  • Transpolar route (TSP) – no traffic as yet apart one or two Polar expedition vessels.

Being bullish about Arctic shipping – the Northern Sea Route (NSR) On paper, the NSR looks attractive for transit shipping as it can shorten the voyage time compared to using the Suez Canal by approximately 40%.

Then there is destinational traffic, along the NSR due to the various ports & towns along the coast, which is mostly tied into the transport of Siberian natural resources. A handful of shipping companies potentially view future transit through the Arctic as a means of having a competitive edge over other companies globally, but for the foreseeable future, Arctic shipping will remain a niche market, as it is just 1 percent of all global shipping, (most of that is in the Barents Sea). With the decline in sea ice coverage in the Arctic region, it is estimated that the shipping activity in that area will increase in the coming years, but the figures vary considerably.

But first, some myths need to be dispelled, the sea-ice does not melt uniformly in all locations, as the extent of sea-ice can vary from year to year. The overall continued reduction in sea-ice does not actually guarantee open ice-free routes. Paradoxically in summer 2007, while some areas in the Arctic saw a marked reduction in ice coverage, parts of the NSR were blocked to shipping due to thick ice, because there is uneven distribution of sea-ice along the coastline.

Equally, the overall forecast for the decrease in sea-ice is non-linear, (NB: subject to the vagaries of mega volcanic eruptions or changes in the Atlantic conveyor as well of course says the author with a hint of sarcasm). More background information: http://nsidc.org/arcticseaicenews/2018/03/a-warm-approach-to-the-equinox/[2] The topic of the NSR related to the Arctic sea ice reduction first came to prominence in the 90s.

A number of climate models outline continued sea-ice melting, (already with an 65% reduction in ice thickness from 1975 to 2012), with substantially ice-free conditions between mid-21st century to the late 21st century period. Some of these climate model analyses have led to optimistic assertions being made about the potential growth of commercial shipping in the Arctic, even suggesting an estimated 15% of the global marine traffic would use the NSR by 2030. Most others suggest a rather more conservative estimate, because of the need to take into account the expensive ice-strengthening & specialist equipment needed for regular polar voyages.

These ice-class ships are also more expensive to run, precisely due to specific mandatory requirements including a strengthened hull, winterisation of critical operational & safety equipment and additional engine power. However, how the changing ice conditions will realistically correlate with expected growth in Arctic shipping is not yet well understood. Probably with this in mind, a number of research papers have been written on the economic feasibility & challenges of Arctic shipping operations, market factors in relation to the cost competitiveness and others that compare the NSR with traditional routes such as the Suez Canal.

In one study, dozens of global companies expressed no interest in the Arctic because “the ratio of investments to gains are low”. Some of these studies looked at different shipping sectors, such as liner shipping, (containerised trade) and bulk trade. The nature of suitable cargoes to go through the NSR is determined by the usual summer navigation window of around 3 to 4 months per year.

So shipping involving time-sensitive cargoes & needing all year round operations are not going to use the NSR for a long time. In fact, it is probable that they will ultimately use the TSP route rather than the NSR by the end of this century. The coastal NSR will progressively lose its importance as a shipping route, as transiting ships will increasingly migrate to number of viable deeper offshore routes, north of Novaya Zemlya, as well as Severnaya Zemlya (~82?N) and Wrangel Island.

What is not reliably known is the timescale for this change, although some articles suggest that is not likely to happen for another two decades. LINK A http://iopscience.iop.org/article/10.1088/1748-9326/aa5841/meta[3] LINK B https://www.nytimes.com/interactive/2017/05/03/science/earth/arctic-shipping.html[4]

Winter ice coverage hinders operations for all but the strongest ice-strengthened nuclear icebreakers, even they also get stuck in ice. The NSR will be out of bounds for all year round containerised liner shipping, with their tight timetables, and just-in-time routes. Due to the sheer size of many of these container ships, they physically would not get through some of the shallower NSR straits.

Some articles also present the technical pros and cons of operating in the Arctic. From reading these, a sense of caution is apparent, with many sectors hesitant about even thinking about sailing in the Arctic, and it is not just because of a risk of an accident due to ice. Other than costs, one common factor holding back ship operators is the “persistence of risk”.

Many ship operators see the NSR as being limited due to the fluctuating seasonal variations in ice coverage, the extreme weather conditions encountered, the lack of rescue & port facilities and poorly charted waters. Ship operators responses in a study perceived physical risk for Arctic shipping as being: ‘Ice’ (91%), 2. ‘Weather’ (43%), followed by ‘Remoteness’ (39%). As such, uncertainties as to the viability of the NSR and other routes, will remain for the next decade.

There are also significant cost elements to take into account when a ship uses the NSR: fuel use & prices, higher insurance costs & the NSR Transit tariff for a permit, when compared with the Suez Canal tariffs. Convoys led by icebreakers are a common operation mode in the Russian Arctic, through the NSR, which incurs icebreaker & ice pilot fees. Some shipping companies have taken the decision to make Arctic voyages part of their core business, not only Russian ones, but Asian companies have gained a foothold in a lucrative sector.

A significant proportion of this predicted increase in trade along the NSR is a growth in LNG energy delivered through the Arctic. This has been made possible by the design & construction of new ice-breaking Liquefied Natural Gas (LNG) tankers, as well as continued multidecadal reduction in sea-ice in the Arctic region. The use and development of the NSR is underpinned by LNG out-shipments from the Yamal LNG project, (Sabetta port).

The first million tons of LNG, (part of a 5.5 million tons per annum), has already been shipped so far, according to OAO Yamal LNG, which is only in its first phase, (known as a train in LNG parlance). When the whole 3 train capacity project, comes online, there will be about an annual total of 16.5 million tons of liquefied natural gas originating from the South Tambey field on the Yamal Peninsula. http://en.portnews.ru/news/254710/[5]

Then there is another planned LNG project the Arctic LNG-2, which might come online in 2023, with a similar LNG capacity to the Yamal project. Overall, 40 million tons of LNG might be transported by 2025, when both projects fully come online. Total estimates for NSR LNG, ore and wood shipments, (with additional information on license obligations and company future plans included).

Most of the traffic is predicted to for up to 2030 are concentrated in three regions: the Gulf of Ob, Yenisei Bay & up to Pevek. Being bullish about Arctic shipping – the Northern Sea Route (NSR) Double click on image to see it in a larger format.

[embedded content]
A number of companies have undertaken pilot voyages to test out the effectiveness & viability of the NSR in particular (Japan, China – 2012, South Korea – 2013). Unsurprisingly, Asian companies have taken a keen interest in Russian LNG energy and as such, LNG partnerships are being put into place, connected to the Yamal LNG project.

The most recent Russian Arctic partnership is with the Japanese company, MOL, who jointly with the Chinese company COSCO, ordered a specialist LNG tanker, the ‘Vladimir Rusanov‘, which is due to go into service later this month. https://thebarentsobserver.com/en/industry-and-energy/2018/03/japans-first-icebreaking-lng-carrier-gets-ready-sailing-company-mitsui[6] The first of its era: ice-breaking LNG tanker: ‘Christophe de Margerie’ Double Acting Tanker, (DAT function): http://www.sovcomflot.ru/en/fleet/business_scope/projects/item1658.html[7]

Length: 299m;
Ice-strengthened to ‘Arc 7’ RMRS level;
Autonomous voyage (through ice up to 1.5 m going ahead & 2,1 metres when navigating stern-first)
Engine power of 45 MW, (3 Azipod propulsion units – 15MW each)
Cargo capacity: 172,600 cubic meters of LNG
Capable of operating down to minus 50 Celsius;
Price tag: a lot (mucho dinero) These LNG tankers provide a shuttle service to transhipments hubs, for conventional LNG tankers to pick up and re-export to the final destination. Destinations so far from the Yamal LNG terminal include France, the Netherlands & the UK, which then were then re-exported to South Korea, UK, USA, Spain, Jordan and India.

Existing hubs already used include the UK, France and Dutch LNG terminals. On the Asian side, MOL is also a stakeholder in a planned LNG transhipment hub (Reloading terminal) in Kamchatka, for the Asian LNG market. For the time being, Yamal LNG out-shipments will remain a seasonal export to the East, (from July to December) mostly due to the rigorous winter conditions.

[embedded content]
Teekay;s first of 6 LNG tankers – ‘Eduard Toll’ voyage westwards through part of the NSR http://teekay.com/blog/2018/01/31/eduard-toll-teekays-first-icebreaker-lng-carrier-newbuilding-delivered/[8]

Company Sovomflot Teekay MOL Sinotrans (Dynagas & CLNG) Number of Tankers 1 6 3 5 Although it was widely stated in the media that Russian lawmakers would adopt legislation giving

Russian-flagged ships the exclusive right to transport oil and gas along the NSR, this clearly has not happened, as the “Christophe de Margerie” is on the Cypriot register, although operated by SCF. You could say that work is in progress but more could be done to take advantage of the potential that the NSR will offer in the future, not just for LNG & mineral ore shipments. It is still early days for a number of planned mineral extraction projects in Siberia, (LNG, oil, coal & mineral ores), but these shipments will be the backbone of the NSR, if the figures given by the Russian Ministry of Natural Resources are valid.

http://portnews.ru/upload/basefiles/1624_ppchrpopgpnpopz.pdf[9] Yet, President Putin’s stated figure of 80 Mn tons of sea cargo by 2025 seems to be considerably higher than the above estimated figure of 67 Mn tons. It can be assumed that the gap could be just due to optimistic speculation, or estimates of other types of sea cargo carried by non-Russian ships.

The use of the NSR has started to be internationalised, due to the onset of a significant growth in LNG production & shipment. It is important to note that this international collaboration is mutually beneficial for Russia and foreign trade partners. Yet international maritime interest in using the NSR is still modest, but this might change over with other developments in the Russian port & transport hinterland and along the NSR.

The NSR cargo traffic example outlined in this article is only one specific aspect of a multifaceted Russian policy on the Arctic.

More on this in PART 2.

Nat South is a polyglot blogger & researcher on maritime topics, amateur navigator and curious about the world around her.

Being bullish about Arctic shipping – the Northern Sea Route (NSR)

The Essential Saker II: Civilizational Choices and Geopolitics / The Russian challenge to the hegemony of the AngloZionist Empire

Being bullish about Arctic shipping – the Northern Sea Route (NSR)

The Essential Saker: from the trenches of the emerging multipolar world


  1. ^ http://en.portnews.ru/news/251959/ (en.portnews.ru)
  2. ^ http://nsidc.org/arcticseaicenews/2018/03/a-warm-approach-to-the-equinox/ (nsidc.org)
  3. ^ http://iopscience.iop.org/article/10.1088/1748-9326/aa5841/meta (iopscience.iop.org)
  4. ^ https://www.nytimes.com/interactive/2017/05/03/science/earth/arctic-shipping.html (www.nytimes.com)
  5. ^ http://en.portnews.ru/news/254710/ (en.portnews.ru)
  6. ^ https://thebarentsobserver.com/en/industry-and-energy/2018/03/japans-first-icebreaking-lng-carrier-gets-ready-sailing-company-mitsui (thebarentsobserver.com)
  7. ^ http://www.sovcomflot.ru/en/fleet/business_scope/projects/item1658.html (www.sovcomflot.ru)
  8. ^ http://teekay.com/blog/2018/01/31/eduard-toll-teekays-first-icebreaker-lng-carrier-newbuilding-delivered/ (teekay.com)
  9. ^ http://portnews.ru/upload/basefiles/1624_ppchrpopgpnpopz.pdf (portnews.ru)

1 2 3 394