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Daniel Duque
Daniel Duque
Calle 75 No. 3-53
Daniel is Associate for the Corporate / M&A and Real Estate & Construction practices in the Firm. He is a lawyer from Pontificia Universidad Javeriana and since 2016 he has been assistant professor of the Commercial Law class in the "Colegio de Estudios Superiores de Administración (CESA)" in Bogotá.
Daniel joined the Firm in 2014, and as part of his practice, he has advised and accompanied national and multinational clients in matters related to corporate law, civil law, mergers and acquisitions, commercial law and real estate and construction.
Professional Experience
- 2014-present – Associate, CMS Rodríguez-Azuero, Bogotá, Colombia
- 2013-2014 – Junior Associate, Suarez & Duque Abogados, Bogotá, Colombia
- 2017 – Core Curriculum Junior Session, CMS Academy, Paris, Francia
- 2016 – Intensive Course in Corporate Law, Pontificia Universidad Javeriana, Bogotá, Colombia
- 2015- Lawyer, Pontificia Universidad Javeriana, Bogotá, Colombia


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Fairbanks celebrated the ongoing success of a noted downtown restaurant Saturday with a feast fit for the gods.
Bobby's Downtown, a Greek and fine dining establishment run by siblings Bobby and Rena Nikolaides, hosted its 12th anniversary party Saturday night after taking a brief party hiatus for the past few years. The event returned in grand style with a large tent set up outside the restaurant at 609 Second Ave. Guests mingled inside and out.
The Nikolaides siblings welcomed the crowd and thanked them for their continued patronage before ushering in the blessing, which was performed by Bishop David Mahaffey of Anchorage of the Russian Orthodox Church, Bishop Chad Zielinksi of the Diocese of Fairbanks and Harvey Kurzbard of the Jewish Congregation of Fairbanks.
A buffet-style meal included some of the restaurant's hits, including kabobs, spanakopita, Greek salads, meatballs, dolmas and prime rib.
Under the tent, rocker Arly Jylz and his band played late into the night with members of the Tundra Caravan Dance Troupe entertaining the crowd.
Later in the evening, guests were treated to limousine rides home at the restaurant's expense.
Notables spotted in the crowd included state Rep. Grier Hopkins, state Sen. Scott Kawasaki, Fairbanks City Councilman David Pruhs, Mindy O'Neall, Pagoda owner Benny Lin, Jim O'Malley, Joe and Shannon Vargas, Glenner Anderson, and real estate agents Heather Lambert, Angie Talent and Mike VanSickle.
Contact Features Editor Gary Black at 459-7504 or at twitter.com/FDNMfeatures.


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Fidelis Ilechukwu is set for a new adventure with five-time Nigeria Professional Football League champions, Heartland after turning down a juicy offer to renew his contract with MFM Football Club of Lagos, Completesports.com reports.
Ilechukwu, who has been the head coach of the Olukoya Boys for over a decade, Completesports.com reliably gathered, has decided to end his stay at the club with Heartland his preferred destination.
It would be recalled that Ilechukwu was close to leaving the Church Club few years ago, but was prevailed upon by the management of the club to have a change of mind.
Under his tutelage, MFM rose from a mere amateur club to the top flight of domestic football in Nigeria and has maintained their status ever since despite a shrewd budget.
After barely escaping relegation in their first season in the NPFL, MFM FC finished second behind Plateau United a season later. and also represented Nigeria in the CAF Champions League.
Ilechukwu also currently works as assistant coach with the Nigeria U-23 side.
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A few months ago I essentially said this blog wasn't worth my time.
Before that I told you I hated myself for even creating it.
Well, look at me now, blogging away.
Hank Moody said something about self-loathing once in an interview, and I might just fit that particular scene.
But I've since withdrawn even further from society (minus 17 hours!), and now I guess I better get used to it.
Or else I'll find myself back at the office, clocking in at 9 a.m. (I got up at 5:30 this morning to write, FYI).
Ha, if all else fails, I can always go back to Enterprise (right, Val?).


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Supermodel Heidi Klum has bared all again for a new advertisement. The 41-year-old German supermodel agreed to shed her clothes as part a new ad for gadget store The Sharper Image, reported US magazine.
In one ad, the 'Project Runway' host is seen sitting cross-legged, covering her modesty with her left knee and right arm.


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tag:blogger.com,1999:blog-19929098.post1816379560293172199..comments2020-01-15T18:34:17.926-08:00Comments on CRIME, GUNS, AND VIDEOTAPE: This Los Angeles Freeway Shooting Was A Real Attention Getter.Paul Huebl Crimefile Newshttp://email@example.com:blogger.com,1999:blog-19929098.post-85707754794423498422012-11-29T06:42:36.139-08:002012-11-29T06:42:36.139-08:00stupid fu@:*-sstupid fu@:*-sJohnFierro Fierrohttps://email@example.com:blogger.com,1999:blog-19929098.post-66632986897311498872010-02-11T16:08:20.843-08:002010-02-11T16:08:20.843-08:00What other Los Angeles P.I.s have a new Rolls Royc...What other Los Angeles P.I.s have a new Rolls Royce or Bentley? As for not having the respect of " 9000 other Lic,. California PI's " Good! That my friend is a badge of honor, many not all only wish they could be me.

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firstname.lastname@example.com:blogger.com,1999:blog-19929098.post-50231127645074380542008-12-15T00:55:00.000-08:002008-12-15T00:55:00.000-08:00I can't believe these people.....Who gives a f*** ...I can't believe these people.....Who gives a f*** about the car! I can't believe people can be so f***ing ignorant and materialistic...there was a person in that car and he was fighting for his life and all people care about is a piece of metal?? email@example.com:blogger.com,1999:blog-19929098.post-76262505654564191022008-12-13T08:10:00.000-08:002008-12-13T08:10:00.000-08:00You've hit the nail on the head once again - how c...You've hit the nail on the head once again - how could anybody fire a weapon at a beautiful car like that.Socialism Suckshttps://email@example.com:blogger.com,1999:blog-19929098.post-44983793938627848152008-12-13T08:03:00.000-08:002008-12-13T08:03:00.000-08:00Paul there are a few PI's with Rolls Royce's and B...Paul there are a few PI's with Rolls Royce's and Bentleys (ones in his early 30's.). I was able to locate an article and photo of one. However this Los Angeles PI is not respected by most of the other 9,000 Calif licensed PI's

http://email@example.com:blogger.com,1999:blog-19929098.post-37421896191045698792008-12-13T07:49:00.000-08:002008-12-13T07:49:00.000-08:00lapd lt vernon looks real bad. he needs to hit the...lapd lt vernon looks real bad. he needs to hit the email@example.com


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Contact Us | Home
If you're new to freight shipping, there are a few documents you will come across frequently that you may be wondering what they are, why they are used, and what the differences of each are. For instance, what's the difference between a freight bill and a bill of lading; what do BOL and POD stand for; and what is a weighing-and-inspection report? Knowing these documents and their purpose can help avoid misunderstandings that might undermine an otherwise mutually beneficial business relationship between you and your third party logistics provider, carriers, suppliers, or even customers.
What is a Bill of Lading?
The bill of lading, or BOL as it is often called, is a required document to move a freight shipment. The BOL works as a receipt of freight services, a contract between a freight carrier and shipper, and a document of title. The bill of lading is a legally binding document providing the driver and the carrier all the details needed to process the freight shipment and invoice it correctly. The BOL also serves as a receipt for the goods shipped. Without a copy signed by the carrier, the shipper would have little or no proof of carrier liability in the event the shipment was lost or destroyed.
When you schedule a shipment through PartnerShip, the BOL is automatically generated based on the shipment details entered during the quoting and shipment creations process. You are welcome to use our BOL or you can use your own if your order system already generates one. Either way, the BOL should be provided to the carrier on pickup and will be delivered to the consignee on delivery.
When composing a BOL, it is important to provide weight, value, and description of every item to be shipped. The BOL spells out where the freight will be collected, where it will be transported, and any special instructions on when and how the freight should arrive. Traditionally, the BOL also serves as title to the goods thus described; in other words, it can serve as an official description of loan collateral.
What is a Freight Bill?
Freight bills, or freight invoices, are different from bills of lading in that they do not serve as a key piece of evidence in any dispute. The freight bill is the invoice for all freight charges associated with a shipment. While freight bills should match up closely to their BOL counterparts, they can also include additional charges (such as accessorials), information, or stipulations that serve to clarify the information on the BOL. When you are looking for an invoice to examine as part of a shipping analysis, you will generally use the freight bill rather than the original BOL since it will have the freight cost information on it.
In effect, freight bills are similar to other invoices for professional services your business might collect. Although they may seem less important during the freight shipping process, they should be retained long term. Because PartnerShip both automatically audits every one of our customers' freight bills, we have been able to avoid many cases where human error or carrier mistakes would have led to erroneous charges on your freight bill. PartnerShip customers can easily access copies of their freight invoices online at PartnerShip.com.
What is a Proof-of-Delivery?
A proof of delivery, or POD, is a document that is used when a shipment is delivered. The consignee signs this document to confirm delivery. Some carriers will have the consignee sign the BOL as confirmation of delivery. In other cases, carriers will use their own delivery receipt (DR), or even a copy of the freight bill. The consignee, when accepting delivery of the goods, should note any visible loss or damage on the delivery receipt (or whatever is used as the POD). It is your right as the freight shipper to request a copy of the POD at any time.
What is a Weighing and Inspection Report?
A weighing and inspection report, or W&I report, is a document you may encounter less frequently. The W&I report comes into play as part of a carrier's process to inspect the freight characteristics of a shipment to determine that it accurately matches the description that is on the BOL. If the actual shipment weight is different than the weight that is shown on the BOL, then a W&I report is completed noting the change.
When a customer receives a freight bill with charges greater than what was originally quoted, often times this is due to this sort of weight discrepancy. The customer has the right to request a copy of the W&I report from the carrier if needed to confirm the reweigh was performed and is valid.
What is a Cargo Claims Form?
A cargo claims form, or simply claims form, is a document that carriers will require a customer to complete if there is any sort of shortage, loss, or damage "claim" with a shipment. A claim is a demand in writing for a specific amount of money that contains sufficient information to identify the shipment received by the originating carrier, delivering carrier, or carrier in which the alleged loss, damage, or delay occurred within the time limits specified in the BOL.
Claims should be filed promptly once loss or damage is discovered. Time limit for filing a claim is 9 months from date of delivery, or in the event of non-delivery, 9 months after a reasonable time for delivery has elapsed. If a claim is not received by the carrier within this time, payment is barred by law. A claim may be filed by the shipper, consignee, or the owner of the goods. Be certain to clearly show the name and complete address of the claimant. If you need help filing a claim with a carrier, feel free to contact PartnerShip and we'll help you through the process to ensure your best interests are protected. Claims forms are available online at PartnerShip.com for most of our freight carriers.
PartnerShip is here to help
As always, your friends at PartnerShip stand ready to help our customers every step of the way through the shipping process. We know you have a business to run – that's why you can count on PartnerShip to help you get the best shipping rates, the best carriers, and the best service for your LTL freight and truckload shipping needs. If you need access to any blank forms or documents for shipping, such as a bill of lading, cross-border documents, or carrier claims forms, be sure to check out our shipping forms on PartnerShip.com.
Want to become a pro at filling out your BOL so you don't encounter any costly errors? We have just the thing you need. Download our free guide!
Detention charges are the single most common accessorial fee that shippers see when they receive a final bill following a truckload haul. The typical industry standard for unloading/loading times is two hours, and anything after that will incur a fee. Two hours can seem like plenty of time, but the truth is that time can slip by much too quickly if you, your shipment, and your loading team aren't completely prepared. The end result often includes costly fees and a higher freight bill. The good news is that with the right plan in place, detention charges can be avoidable. These eight simple tips help to proactively offset going over that time and help keep your budget in check.
Have an experienced team ready
First and foremost, in order to avoid detention charges, it's important for shippers to have an experienced team ready and familiar with the process of loading and unloading a truck. Have a detailed plan in place, make sure the product is ready and packed the way you need, and stage the shipment in the order which you want to load. If you have a multi-drop load, be sure the items you need to be delivered first are loaded closest to the doors. If you happen to be the customer, or delivery location, make sure your dock space is cleared out, and the unloading team is prepped and waiting at the time delivery is anticipated.
Extend warehouse/dock hours
One of the toughest parts of freight transit that a truck driver struggles to anticipate is unforeseen hold-ups, including pick-up delays, traffic, or weather conditions. Many times, simply being stuck in rush hour can make a driver late, and while it's not the shipper's responsibility to accommodate the delay, there may be benefits in doing so. By extending your warehouse hours beyond what is typical, it gives an already pressured driver more flexibility. By doing that, you ensure a full team is at the ready while also strengthening your carrier relationships.
Open a back-up dock
Once a driver arrives for the load, assuming it is within the negotiated window, the countdown begins. It doesn't matter if the warehouse lot is congested, the dock you need is being held up, or the team is busy with another shipment. Once the driver has parked his truck, your two hours are dwindling away and you're inching closer to detention fees. It's important to keep a back-up plan ready, a second dock location, and a few extra hands at the ready, so that if any unexpected delays occur, you can get going at your regularly planned start time.
Aim to be a "shipper of choice"
In the current freight market, it's no secret that the carrier holds the cards, so smart shippers should do everything they can to be desirable to available drivers. Factors like warehouse hours, streamlined loading and unloading, prepared paperwork, and available parking space all help the driver, especially in an industry where wasted time means wasted money. By being flexible and making the pick-up and delivery process as easy as possible for the truckload carrier, shippers can reap the benefits of a strong relationship. A driver may be more willing to look past minimal amounts of detention time if your business is easy to work with and keeps operations flowing smoothly.
Negotiate extra time beforehand
Some shipments may be extra difficult to handle and therefore take extra time to load. Good examples of these types of shipments include over-sized or wide-loads or those delivering to limited access areas. Though industry standard is typically two hours, if you have a strong relationship with a regular carrier, and you anticipate needing extra time, it doesn't hurt to approach the possibility of free, or discounted, extra load time when negotiating the initial rate with the carrier. A truck driver is much more likely to be flexible if they anticipate being held up, rather being delayed the day of and likely set back in their transit time.
Check your loading equipment
You'd be surprised how many times a shipment is held up at a location just because the proper loading equipment is not available or in working order upon carrier arrival. Because it's rare for a truckload carrier to have a liftgate, it's important for both shipping locations to have proper loading equipment on hand such as a forklift. If you are moving a larger piece of freight, such as a machinery load, and need cranes or other nonstandard pieces of equipment to load, these must be accessible and operable by certified team members. Additionally, all parties involved have to do their homework and be familiar with circumstances at either location. If a shipper arranges a delivery to a customer without a dock, you can bet that team will be scrambling to unload on time if they aren't prepared. That means detention charges are likely.
Get your paperwork in place
Every shipper knows that freight shipping involves a lot of paperwork. Minimally, a shipper needs to have a bill-of-lading prepared at pick-up, and additional documents can include product invoices, customs paperwork, insurance certificates, hazmat documents, among many others. If you are moving freight across the border, there are a myriad of other pieces of information a carrier and border officials will need as well. Having these items prepared for the driver upon arrival will help get your shipment loaded, and the driver back on the road, within the allotted loading time.
Consider drop-trailer programs
For shippers who are moving freight regularly to and from consistent locations, a drop-trailer program is an efficient and expedient option. In this type of freight haul, a carrier brings a loaded trailer to a location, unhooks and "drops" the trailer, and picks up a pre-loaded trailer that's been packed with freight. This cuts down on time waiting for loading and unloading, and gets the driver back on the road at a much faster rate. Drop-trailer programs are becoming increasingly popular, especially with new hours of service rules issued by the Federal Motor Carrier Safety Association that affect the amount of time a truck driver can be on duty. Using a drop-trailer program not only guarantees better efficiency and convenience for the driver, it also streamlines a shipper's supply chain operations.
Unexpected fees tacked on to a freight bill are never a welcome surprise. While detention charges are very common, truckload shippers have options to avoid detention and spending more money than anticipated. Simple measures during preparation and packaging and being extra flexible with your truck driver can help offset any potential hold-ups while also strengthening your working relationships with regular carriers. The truckload shipping experts at PartnerShip can help simplify your shipping procedures with reliable carriers and customized service options. Call 800-599-2902 to learn more or contact us today.
UPS and FedEx have both announced that they will not apply peak season surcharges on residential deliveries this holiday shipping season. However, both companies will continue peak surcharges on large shipments and those requiring additional handling during the holidays.During the 2018 holiday season, UPS applied a per package residential peak delivery surcharge of $0.28 for ground and $0.99 for air shipments. This year, the company is leveraging its expanded air and ground capacity, and automated sorting hubs and processing facilities, to pass cost savings on to customers in the form of no residential delivery peak surcharge. More than 75% of UPS's small package volume will pass through these automated facilities in peak 2019."We delivered a record-setting 2018 peak season in terms of both on-time delivery performance and operations execution," said David Abney, UPS Chairman and CEO. "We will build on the lessons learned last year and leverage our new efficient air and ground capacity to make the 2019 peak season another success for customers, investors and other stakeholders."This is the third holiday season FedEx has not added additional peak surcharges on residential deliveries. With UPS and FedEx both not applying a residential delivery surcharge this year, it is great news for e-commerce retailers and online shoppers. Online sales are expected to grow 14% to 18% this holiday season, and in the past, these residential delivery surcharges were passed along to shoppers in the form of higher shipping costs.It's important to remember that both UPS and FedEx are implementing peak surcharges this holiday season on larger packages and those that require additional handling.UPS peak surcharges will apply to larger packages from October 1 through January 4:
FedEx and UPS rates will be going up after the holiday season! Make sure you know what to expect so you can mitigate the impact to your bottom line. Our free white paper breaks down where you'll find the highest increases and explains some of the complicated changes you need to be aware of.
The 25 largest U.S. less-than-truckload (LTL) carriers collectively brought in $34 billion in revenue in 2017. That is a staggering number and a 7.8% increase over the previous year. When the numbers are in for 2018, don't be surprised to see another healthy rise. As the largest LTL carriers continue to command more of the overall marketplace, shippers must be resourceful when looking to source LTL freight services so as to not get squeezed on price due to the number of market players. Shippers should take the following six factors into consideration when finding the most efficient LTL freight services.
There are other factors not mentioned above that need to be considered when choosing an LTL freight carrier as well, such as equipment specifications (e.g., liftgate, trailer size, etc.), scheduling flexibility, and tracking capabilities, to name a few. It's easy to see why, what may seem like a simple service of picking up a shipment and delivering it, is often more complex than meets the eye.
Generally speaking, there is almost never just one LTL freight carrier that fits every need you may have. Unless you have spare time on your hands, your best bet is to work with an established freight broker like PartnerShip that can do the heavy lifting for you so that you can stay focused on running your business.
Need some help evaluating your freight shipping? Need help finding the right LTL freight carriers? Let PartnerShip provide you with a free, no-obligation quote to get you started.
Looking at the chart, we see that because of our crated packaging type, the top 4 subgroups are applicable. 10.65 falls under the subgroup 3, or class 92.5. In this class example, it is important that dimensions and weight are accurately measured in order to calculate the true density (and appropriate class) for the shipment. It's also crucial to note once more that packaging makes a huge impact. See how high the classes jump if the product is palletized or in packages other than secure crates or boxes.
LTL services are in higher demand than ever before. National freight carriers are in the driver's seat, and doing what they can to limit troublesome shipments - including those with a low density and high freight class. Once you've optimized your shipments for carriers, many shippers wonder about whether a Freight All Kinds (FAK) agreement may be a worthwhile perk. Next, we'll take a look at what goes into that FAK and if it's right for your business. The freight specialists at PartnerShip can guide the way so you aren't stuck staring at your calculator, and a high freight bill. Call 800-599-2902 to speak with a representative, or get a quote today.
Density is a major factor in determining your freight class and your total shipment cost. In fact, many LTL carriers are relying more and more on freight density over actual weight to determine your rate. That's why it's important that you understand what freight density is and how to calculate it.
Freight density defined
Freight density measures how heavy a shipment is relative to the size of the shipment. The higher the density, the lower the classification and vice versa. A shipment with a high freight density weighs a lot relative to its size, such as densely packed books. A package with a low freight density weighs little relative to its size, such as a box filled with Styrofoam.
How to calculate freight density
Step 1. Measure the height, width, and depth of the shipment in inches. Measure to the farthest points, including skids or other packaging. On shipments with multiple pieces, repeat Step 1 for each piece.
Step 2. Multiply the three measurements (height x width x depth). The result is the total cubic inches of the shipment. If you have multiple pieces, multiply the height x width x depth for each piece. Take the results for each piece and add them together to get the total cubic inches
Step 3. Divide the total cubic inches by 1,728 (the number of cubic inches in a cubic foot). The result is the cubic feet of the shipment.
Step 4. Divide the weight (in pounds) of the shipment by the total cubic feet. The result is the pounds per cubic foot, i.e., density.
Calculating freight density will also provide you with a recommended class for your shipment. The freight class chart below is an abbreviated scale you can use to help estimate the freight classification for your shipments.
Helpful tools
There are many factors that determine your freight class, aside from density, so these are estimates only. If you're looking for help to find your freight class, our team is standing by. For a quick and easy way to figure out your shipment density, check out our freight density calculator.
Anyone who has ever shipped to an event is probably familiar with the special level of stress and frustration involved in coordinating show shipments. Tradeshow logistics is tricky business - not only are you juggling crunched timelines leading up to the show, but shippers also have to be aware of the many potential hidden costs involved throughout the process. Any misstep can end up costing shippers in surprise freight fees. The good news is that most of these costs are avoidable, as long as you know what to look out for. We've compiled a list of the things you need to keep an eye on to protect your special event freight spend.
You have the choice to ship directly to the tradeshow floor or to an advance warehouse where your show materials are held leading up to the actual show start date. There are advantages and disadvantages to both, and as an informed shipper you need to weigh what makes the most sense for you. Shipping to an advance warehouse will give you more time to be flexible should anything go wrong or be delayed. Though material handling fees may be slightly higher, it doesn't cost more to ship to the advance warehouse. An added benefit is less worry about whether your shipment will arrive on time, and you get a leg up on the shipments arriving to the show site. Your shipment materials will be ready and waiting for you at your booth space when you arrive the day of set-up.
Shipping directly to site can be tempting to avoid these initial material handling costs, but keep in mind that hundreds of other event shipments will be arriving at the same time as yours. If you've never seen a show-site marshaling yard, think of a rush-hour traffic jam during the last weekend of holiday shopping season. It's not pretty, and hold-ups cost lots of money in detention fees. If your shipment arrives late, the team waiting to build your booth will pass on overtime charges. If you're running extra-late, springing for expedited transportation charges will cost you even more. We've said it before, and we'll say it again: plan ahead, and build in extra time. Make your decisions based on what realistically makes the most sense for your business.
The exact time your tradeshow shipment is loaded or unloaded is critical, and meeting your target time will save you significantly. In addition to open dates for both the advance warehouse and show site, there is a window of hours called straight time. These are the hours, and days, your shipment needs to arrive for the show in order not to be hit with overtime fees. This window is usually restricted to typical work hours, 8:00 am to 4:00 pm, for most shows, Monday through Friday. Anything that arrives after those hours, or on the weekends, will be considered overtime and incur extra charges. It is critical to check in your exhibitor packet exactly what hours and dates are safe for your shipment to arrive prior to the show.
You also need to make sure your specific check-in time is noted on the material handling form, especially if your carrier arrives early. Often, a truck will arrive the night before, ahead of schedule. If there's no time noted, the driver may check in and get loaded on overtime, and this will increase your bill significantly. A great best practice to stick to is writing "load only during straight hours" in order to diminish the likelihood it will be loaded outside of that time, as well as act as documentation to help your case should your freight be loaded during overtime and you want to dispute the extra charge.
Shipment damage or loss can occur at any time. While carriers do everything they can to keep them from happening, it's just an unfortunate part of freight shipping. With your load moving in and out of several different terminals (especially if your freight is traveling a greater distance), your shipment may encounter a renegade forklift or a heavy-handed loader. That's why it is key to package appropriately and securely. Custom crates are a great idea, especially for furniture and other fragile booth materials. Imagine arriving to a show and your seating is damaged and unusable. Sure, you have the option to rent a couch but it's going to cost you thousands for rental in addition to any repairs you will have to spring for to get things in working order for the next show.
Because carrier liability is limited, it's always a good idea to look into additional freight insurance as a secondary option. Tradeshow shipment yards, docks, storage rooms, and show floors are all very congested places. Accidents happen, and should they happen to your show materials, at least you know your freight's full value is covered. Just keep in mind that every third-party insurance provider has different terms, so read carefully and make sure you fully understand the coverage you are getting.
Did you know that materials being shipped to events have their very own class code? Don't worry, unless you are shipping to tradeshows regularly, most shippers don't either. Instead of calculating your shipment based on commodity type (furniture, signage, etc), any item either coming to or departing from a tradeshow should be rated Class 125. This can very well mean that the class is different than what you may be using on other shipments, and as a result, the price could be different than what you are used to seeing. It is important to get this quoted correctly, so if you are tempted to use a lower code because it's what you are used to, beware the risk of re-class. You don't want to receive surprise charges/fees when the carrier catches on and your shipment is rated higher than you wanted. The good news is that many booth material items such as chairs or desks tend to ship at a class higher than 125 anyway, so using a preset tradeshow-specific class code may save you.
Material handling and drayage are common fees incurred by event shippers, and often the least anticipated. This type of handling refers specifically to transportation services from your carrier's delivery vehicle, at the dock, to your booth space. These services include unloading at the dock, moving your materials, as well as storing your empty containers for the duration of the show. Once the show is over, gathering the empty containers from storage as well as transferring the freight back to the loading dock will also incur fees. A top recommendation for tradeshow shippers is to crate your loads, rather than sending loose boxes. Some show decorators charge drayage based on how the shipment is packaged. Crating is the least expensive option and also adds protection against damage and loss by keeping your materials together.
Completing a material handling form is crucial to setting up your outbound shipment accurately. Shippers know to have an accurate BOL prepared, but a material handling form is what the decorator looks at. The carrier name for pick-up must be noted, otherwise you will fall victim to "forced freight." This means the shipment will be sent with the decorator's carrier of choice, and that can be pricey. If it's a carrier your 3PL works with (for PartnerShip, UPSFreight or YRC Freight) an LOA can be submitted so you will be billed at your discounted pricing. If not, then you will need to pay the bill direct to the carrier.
The tough part about drayage fees is that these services will be performed by a specific decorator that is under contract with the show. That leaves no room for shippers to negotiate with other options the way you might with transportation to and from the event location. However, there are ways that event shippers can try to keep these costs down as low as possible, particularly regarding packaging. The biggest factors determining drayage fees are weight and piece count. Each piece may be assessed a minimum charge, so make good use of palletizing or crating those loads! They are easier to transport to and from the showroom. Go lightweight for additional savings. Heavy building materials for your booth items will quickly increase your drayage bill, so stick to lighter more transportable building options for your booth tables and seating.
It pays to put the time in to accurately plan how much product, booth materials, marketing collateral, giveaways, and anything else you may need. Successful event shippers create a strategy for what needs to be done before, after, and during the show. Check into any information regarding the tradeshow traffic from past years. Talk to the event coordinators and point people to gauge what you think you will need. Anticipate and plan for a little extra, but don't over do it. If you are going to be shipping to another show, look into whether it is more cost efficient to move directly to the next event rather than scheduling a return shipment back home. Very often, the storage fees at the next show location's warehouse may be cheaper than it would be to ship home then ship back out. You will have added peace of mind, again, that your shipment will arrive with enough time before the show so that you can concentrate on and prepare for the next show rather than worrying whether it will arrive on time.
Managing tradeshow logistics can wear on the patience of even the most seasoned of shippers. Meeting deadlines and managing the details can be tough, and it can be tempting to step away and just hope everything goes smoothly. But, it pays to be diligent and well-informed, because that's the best way you can protect your bottom line from hidden tradeshow costs. If you're still feeling a little overwhelmed this tradeshow season, don't worry - the experts at PartnerShip can help. Call 800-599-2902 to speak with a tradeshow shipping specialist, or download our free white paper for more information about tradeshow shipping.
Not all pallet types are created equal. While it's always smart to properly palletize your freight shipments, construction style and material can vary more than you'd expect. Some structures are better suited for certain types of loads. Before you can understand the best way to organize and stack your freight on a pallet, it's helpful to know the advantages and disadvantages of each type, so that you can better secure your freight and protect yourself against potential damage and loss.
Pallet Structure Types: Stringer vs BlockA stringer pallet is a pallet structure that uses "stringers" (2x4 or 3x4 pieces of board) sandwiched between the top and bottom decks to help support the weight of the load. Sometimes, stringer pallets are notched along the bottom deckboard to allow for partial fork lift entry on all sides. Otherwise, typical construction can limit mobility via forklift.
Now that we've covered the two basic pallet structures, shippers need to understand the differences in construction components so your valuable freight doesn't get damaged. Different industries and commodities require different specifications based on the load. There are 4 primary material groups when it comes to pallet types: wood, plastic, metal, and corrugated paper. Each has its own advantages and disadvantages regarding cost, durability, availability, and sustainability.
Wood PalletsWooden or plywood pallets are the most recognizable and commonly used pallet type for a wide variety of industries.
Plastic PalletsNotably more expensive than wood, plastic pallets are a great all-around option for those shippers willing to shell out a bit more.
Metal PalletsStrong and resilient, this premium option is one the the least common pallet types, but a very sturdy alternative for certain industries.
Corrugated Paper PalletsAs the newest pallet type on the block, this environmentally friendly option is becoming more popular across a variety of industries.
While it's pretty common knowledge that you can better protect your freight by palletizing your shipments, it may come as a surprise to many shippers that there are so many different pallet types. Advances in the construction of the basic pallet have greatly improved both durability and cost. Pallet building materials and the engineering of the structure can literally make or break your load. If you would like to learn more about how to best package and palletize your freight, download our free white paper below!
Shipping expenses are one of the top expenditures for most businesses, which comes as no surprise because it can be extremely challenging to determine how to reduce shipping costs. So far in 2018, US companies spent 6.2% more than they did year-over-year, totaling a record $1.49 trillion in shipping- related expenses. Many common shipping practices sabotage a business's ability to get ahead by protecting their bottom line. What are some important mistakes to avoid when figuring out how to reduce your shipping costs?
It's not always what's inside that counts.
Proper packaging is critical in helping to reduce shipping costs. We are all familiar with the risk of damages - used boxes that have holes or older labels still attached are asking for trouble. Make sure you are using the correct type of packaging materials for the product that you are moving. If you have more than a few boxes, it's a good idea to palletize all of them together, and wrap with shrink wrap. Freight shipments are loaded and unloaded at several terminal stations in route, and palletizing can keep them from being separated or lost along the way. It's also critical to use the right size packaging to help shippers reduce shipping costs. Make sure you are packaging your product with enough space inside to include proper cushioning, but not so much as to allow room for shifting or that make it difficult to handle - a carrier will charge for that too.
You are clueless about your customer's location.
Are you aware whether your receiver has a dock? How about a forklift? Are you delivering to a school, church, or another hard-to-reach area or location that risks being designated as "limited access" by the carrier? Will a 53' dry van be able to maneuver around that location? In addition to that, are hours of operation restricted for pick-ups or delivery? Every one of these variables can make a delivery potentially more difficult and more damaging to your bottom line due to costly accessorial charges. Keep in mind, the more difficult it is to get the delivery completed, the more you need to be prepared for additional fees. Planning ahead and knowing exactly what your carrier will charge for any additional services will help keep your shipping costs where they need to be.
Assuming that delivery estimate is a guarantee.
Shippers have to keep in mind that the estimated delivery day is just that - an estimate. Just as with your everyday postal service provider, business days are those included in a work week - weekends and holidays are not included. A more reliable measure to figure out shipment delivery is to take a look at transit times. When scheduling with a carrier, be sure to ask for this rather than relying on the estimated delivery date. That way, you know if your 5 day freight transit picks up on Monday, and an unexpected storm kicks up along the way, a 1 day transit delay actually results in a Monday delivery. Keep things safe by factoring in a couple extra buffer days when communicating to your customer. If you are truly in a crunch, shop the different expedited service options among different carriers, but be aware anything last minute will cost you, especially as weather worsens as we head into winter and the holiday crunch. Avoiding last minute rush shipments is always the quickest way to reduce shipping costs.
It's about 500lbs...ish?
The old adage, "measure twice, cut once" isn't just a cute lesson in being diligent - it's a very important rule for shippers to live by. Guessing just doesn't work in an industry where being a few pounds or inches off can potentially double your freight bill. Carriers check weight and dimensions once, twice, and once more just for fun with calibrated scales every time your pallet is picked up by a forklift at a terminal. If the weight of your shipment doesn't add up to what's on the BOL, you can pretty much rest assured you will be billed for the difference. If you've already quoted your customer and billed them on shipping you estimated based on inaccurate measurements, you're playing a risky game. Be sure your warehouse scale is calibrated and reset often. If you don't have a large enough commercial scale at your place of business, measure each component of your load (including pallets) and add them up. Be as thorough and as accurate as possible to avoid any surprises.
Handing the reins to your vendor.
You may love your vendors, but lots of businesses take for granted the cost- cutting potential that's available by managing their own shipping. If you are able to do so, it pays to take a look at what carrier and service your vendor is using to deliver your freight and take control of your inbound options. Some carriers have more competitive lanes in certain regions, while others may offer additional options and less expensive fees for extra services your business may require. If you are responsible for your inbound freight costs, it's worth it to put in the time to measure which carrier and service really work best for you. The additional responsibility doesn't have to be a headache, either. By working with a quality 3PL, you can make sure you are using the correct carrier, correct service level, at the most competitive price. It's a surefire way to be sure you are reducing your shipping costs where you need to.
Figuring out how to reduce shipping costs starts with some simple best practices. Double checking your specs, being knowledgeable about your transit and locations, and researching carrier options help keep you prepared and proactive about avoiding higher freight costs. When you are stuck or simply need some experts on your side, PartnerShip can help make sure you are setting yourself up for success. To speak with a specialist to learn more about where you can cut your shipping costs, call 800-599-2902 or email email@example.com.
Learn more about common freight shipping challenges!
One of the most common, and most difficult, commodities being moved either LTL or full truckload is natural stone materials. These are used mostly for construction projects, both residential and commercial. The stone can be cut, crushed, blocked, or moved upright in slabs, and each come with different requirements for packaging and handling. As dense and heavy as stone is, it can be very fragile, brittle, and difficult (not to mention dangerous) to transport. Whether you are going either LTL or full truckload for your stone shipping, there's a slew of potential complications you need to be aware of in order to ship safely and securely.
1. Packing and Packaging
First and foremost, proper packing and packaging materials are very important for stone shipping. In the most ideal of scenarios, smaller freight shipments can be packed in custom crates, with built-in foam material for cushioning. The crate shouldn't be too large, and should contain minimal extra space to limit movement of the product inside. Stone material can be separated in bags within the crate for easier removal and distribution upon delivery. Customized crates can be a little pricey, but it's well worth the extra cost in security. This is especially true if you are moving through an LTL carrier. In that case, your stone will likely be loaded and unloaded several times throughout the process, both initially and through terminals during transit.
Palletizing your stone shipments is another recommended option for larger freight loads, and are often stacked with wrapping materials in between to prevent scraping. Ideally, a specialized piece of equipment should be used to transport stone shipments cut into slabs, called an A-frame. Typically, these are made of both wood and steel and include a base with A-shaped bars angling upward acting as a sturdy support for heavy slabs. They can be used for both storage and transport, and many have wheels that can be locked into place or removed. These frames can be loaded onto the truck by either forklift or crane.
2. Trailer Types
There are many truck types that are able to transport stone, and the equipment required depends on how the stone is packaged.a 53' dry van (enclosed trailer) with swing or roll-up doors will work well for most smaller shipments going LTL. Shipments are loaded at the rear, using a loading dock and forklift. If a loading dock is not available, some trailers have lift-gates, but this additional service does come with a fee and makes it more difficult to find available trucks. It's important to note that palletized shipments of stone are generally not recommended to go LTL, unless plenty of corner guards, foam or other packing materials are being wrapped with the product.
There are a few additional trailer-type options for truckload stone shipping. A flatbed is an extremely popular trailer type that is widely used for its versatility. There are no sides so the deck is open, and freight is typically loaded over the sides and the rear. A step-deck or drop-deck is a variation of a flatbed that consists of both a top and bottom deck. The lower part is designed to haul freight that may be too tall to be hauled with a standard flatbed. Additional open deck options include RGN (Removable Gooseneck Trailers), stretch RGN, or low-boys. All of these options are designed to be used for exceptionally tall or long freight loads. These open types of trailers will most likely require straps,
chains, or tarps to help protect the freight from wind or weather
damage and will need to be requested by the shipper so that the carrier is prepared. A conestoga is a trailer that comes with a roll-up tarp system that creates sides and a top to offer protection of the freight, which is an added benefit to fragile stone shipping. Keep in mind, due to the specialized nature of these pieces of equipment, they may be more expensive and more difficult to find.
3. Over Dimensional Concerns
It's very common for large stone orders or building materials to be over dimensional when going full truckload. Knowing what to expect when it comes to legal requirements and how your shipment may be affected are very important in planning the haul. Every state has different legal requirements for obtaining a permit in order to transport over-sized freight. There are not only restrictions on hours of operation varying by state, but also restrictions on drivers for hours of service - meaning there is less time your shipment can be on the road. As the shipper, it's crucial to plan as much as possible beforehand and to give accurate estimates for transit time. It may be smart to plan an extra day or two when communicating with your customer. Since the load will more than likely go through checkpoints in each state it travels, each stop stop can potentially hold up your load. Make sure your drivers are prepared with the necessary permits, paperwork, and commodity information (likely including product spec sheets and packing slips).
4. Insurance Coverage
Due to the fragility and potential hazards and risk for damage in shipping stone, making sure you have proper insurance coverage is crucial. Carrier liability is typically limited, especially for LTL common carriers. So, if your shipment and damaged in transit, the probability that you will receive full compensation for the value of your product is very unlikely. Usually, in LTL shipments, the payout depends on a dollar per pound amount based on the class and commodity. In order to get this payout, you will need to go through all of the necessary steps to file a claim and prove the carrier is at fault for damaging your shipment. It can be a tedious process with a very limited return. Many shippers find it much more beneficial to obtain additional freight insurance to have more complete coverage of their freight.
Truckload carriers are required by the FMCSA to meet specific primary insurance minimums. Cargo liability is the type of insurance that covers your freight while it is in transit. Typically, up to $100,000 in cargo liability is covered, but it's important to note not all types of commodities are covered. Restrictions can vary depending on insurance company, so it's always a good idea to look into purchasing additional cargo insurance to be sure your freight is covered.
5. Accessibility of Site/ Unloading Teams
Another huge challenge for shippers moving stone materials is accessibility of the pick up and delivery locations. Oftentimes, these loads are being picked up directly at the quarry, and it can be difficult for the driver of a 53' dry van or a flat bed to maneuver in these locations. Delivery can be at construction sites, or even residential lots, which poses even more difficulty for drivers. It's important to know that the driver of your delivery truck typically will not assist in the loading or unloading of your freight. And with thousands of pounds of hard-to-move, bulky product, you need to be prepared and have a well-trained and reliable team ready at your disposal - possibly even after hours. Most truckload carriers charge detention after 2 hours for loading/unloading, which means extra money in fees off your bottom line. The time can go quickly, so have any equipment and areas cleared that are needed for loading and unloading. Being better prepared on the front side can save you lots of money and time wasted later on.
Stone shipping is one of the most challenging and problematic types of freight shipping out there. It's also very common. As both commercial and residential builders are more frequently using natural stone in their designs, the demand for transporting these materials is increasing exponentially. Stone shippers have to equip themselves with as much knowledge as possible about the many issues that may arise both during and before and after transit. Being well-informed is the best way to ship as smart and as securely as possible while minimizing the potential for costly damage. Working with a freight broker can lend you some expertise from finding reliable and vetted carriers, to knowing just what type of equipment you need to get your freight to its destination safely. Contact PartnerShip for your next stone shipment!
The PartnerShip Connection is your small business resource for industry tips, trends, and opinions in the world of shipping. This blog is co-authored by various members of our PartnerShip LLC staff.


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Recipes and Posts Tagged apple strudel
Phyllo Dough Apple Strudel Dessert Recipe
Phyllo dough apple strudel dessert recipe. This is very delicious and easy phyllo dough-based dessert baked in the oven. You can make phyllo dough at home ( recipe adapted from http://www.mygreekdish.com ) This phyllo dough recipe is ideal for beginners. Let's make it together! Easy Homemade Phyllo Dough Recipe Ingredients: ...Read more


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The University of California at Davis School of Management has conducted a survey of wine industry shakers and movers, and has issued predictions about wine's future. Wine, in their estimation, will soon be harvested by astronauts in hovercars and people will tour vinyards by jetpack.
No, wait! That's not what Davis said. This is what Davis said:
Consumers can look forward to purchasing high-quality wines at affordable prices as the U.S. wine industry matures and wine becomes more of an every-day beverage in American households..."The wine industry is basically healthy -- despite a record 2005 crop and a worldwide surplus of relatively inexpensive wine -- due largely to growing consumption by young adults," said (Robert) Smiley. "Industry professionals expect the current shortage of pinot noir and pinot grigio to continue, and further expect average prices to creep up as the oversupply of other varietals is used up to satisfy growing demand.
Other findings: Brands are going to come and go faster among the fighting varietals, more wine is going to be vinyard designated, and people currently drinking inexpensive bulk wines are going to move up into the $10-14 class.
Of particular interest is the following, from which I deduce that mankind may survive its baser urges:
The greatest growth in sales among red varietals will likely occur in pinot noir, followed by syrah, red zinfandel and cabernet sauvignon, the (survey) respondents projected. Among white varietals, the growth is expected to be strongest in sauvignon blanc, chardonnay and pinot grigio.
That's right: Growth of red zinfandel consumption without growth in white zinfandel consumption. There's hope for the world after all.


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AWAKE presents: Viţa de Vie – ÎN CORZI (SIMFONIC) movie premiere
Cinema Under The Bridge welcomes a once in a lifetime movie!
Last year at AWAKE we premiered Vita de Vie IN CORZI symphonic concert, right on Teleki Estate Grounds, featuring the famous Tirgu Mures State Philarmonic. And it was a once in a lifetime musical moment. Many of you asked to relive it, thus we now offer you the complete story in a docu.
Exclusive premiere: Saturday, 17th of August, 9 PM. Check AWAKE Festival app for updates.


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Friends of Riddlesdown Collegiate (FORC)
FORC began in winter 2015 and have now held two successful events – a Quiz Night at the Collegiate, which was a fun and sociable evening, and a popular Christmas Shopping event, which, like the Quiz Night, also raised funds for the Collegiate.
FORC are a friendly group of parents, staff and associates of Riddlesdown Collegiate who get together to have fun and support the school in whatever way we can, helping out at Collegiate events and raising money to fund those special lttle extras for co-curricular activities or equipment which make Riddlesdown such a positive and inclusive community. On a large scale, ultimately, we would like to contribute towards the replacement of one of the Collegiate's mini-buses which are regularly used for travelling to events and venues which enrich the education and opportunities of the students.
We are hoping to hold further events to appeal to different tastes over the coming months. If you have any ideas, do let us know, or even better, come along to our next meeting to meet us all and get involved. You decide what part you can play and whether that is likely to be big or small, regular or occasional, it all makes a contribution so do get in touch.
If you would like to help in any way or just want to be kept in the loop about our activites and events, please let us know via firstname.lastname@example.com.


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Salt-Influenced Structures in the Mesozoic-Tertiary Cover of the Southern North Sea, U.K.
Published:January 01, 1995
Mike Coward, Simon Stewart, 1995. "Salt-Influenced Structures in the Mesozoic-Tertiary Cover of the Southern North Sea, U.K.", Salt Tectonics: A Global Perspective, M.P.A. Jackson, D.G. Roberts, S. Snelson
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A structural model encompassing the southern North Sea Basin west of the Central Graben has been developed that combines gravity gliding of the postsalt cover with basement tectonics. The basin differs from many salt basins in that it forms a closed system. Section construction and balancing through the cover of the North Sea need to take into account thin-skinned and thick-skinned extensions and contractions. The North Sea salt formed in Permian time in two large oval basins separated by the Mid North Sea High. The shape of these basins reflects variable patterns of thermal subsidence. Subsequent salt tectonics was governed by local graben structures and by regional uplift and subsidence.
Rifting initiated during the Triassic and allowed reactive and locally passive diapirs to develop in the post-salt cover. In the southern North Sea, the Dowsing graben system in the cover is offset from the Dowsing fault zone below the salt. This offset in extensional structures probably relates to the salt thickness and to the position of the surface hinge line that controlled the onset of gravity gliding in the postsalt section. Gravity gliding of the cover into the Triassic-Jurassic Sole Pit trough and away from zones of rift flank uplift was associated with Late Jurassic-Early Cretaceous extension in the Central North Sea; gliding caused asymmetric compressional pillows to develop downslope. Gravity spreading of the cover during the Late Cretaceous-early Tertiary was associated with tilting during thermal subsidence of the southern North Sea Basin, enhanced by pulses of tectonic inversion in the southern North Sea basement. The resultant glide tectonics formed new small grabens upslope and compressional pillows downslope. Where the compressional pillows were eroded sufficiently or faulted later, the salt broke through the thinned cover to produce new active and then passive diapirs, which drained the pillows to produce new rim synclines.
Figures & Tables
Salt Tectonics: A Global Perspective
The conceptual breakthroughs in understanding salt tectonics can be recognized by reviewing the history of salt tectonics, which divides naturally into three parts: the pioneering era, the fluid era, and the brittle era.
The pioneering era (1856-1933) featured the search for a general hypothesis of salt diapirism, initially dominated by bizarre, erroneous notions of igneous activity, residual islands, in situ crystallization, osmotic pressures, and expansive crystallization. Gradually data from oil exploration constrained speculation. The effects of buoyancy versus orogeny were debated, contact relations were characterized, salt glaciers were discovered, and the concepts of downbuilding and differential loading were proposed as diapiric mechanisms.
The fluid era (1933–1989) was dominated by the view that salt tectonics resulted from Rayleigh-Taylor instabilities in which a dense fluid overburden having negligible yield strength sinks into a less dense fluid salt layer, displacing it upward. Density contrasts, viscosity contrasts, and dominant wavelengths were emphasized, whereas strength and faulting of the overburden were ignored. During this era, palinspastic reconstructions were attempted; salt upwelling below thin overburdens was recognized; internal structures of mined diapirs were discovered; peripheral sinks, turtle structures, and diapir families were comprehended; flow laws for dry salt were formulated; and contractional belts on divergent margins and allochthonous salt sheets were recognized. The 1970s revealed the basic driving force of salt allochthons, intrasalt minibasins, finite strains in diapirs, the possibility of thermal convection in salt, direct measurement of salt glacial flow stimulated by rainfall, and the internal structure of convecting evaporites and salt glaciers. The 1980s revealed salt rollers, subtle traps, flow laws for damp salt, salt canopies, and mushroom diapirs. Modeling explored effects of regional stresses on domal faults, spoke circulation, and combined Rayleigh-Taylor instability and thermal convection. By this time, the awesome implications of increased reservoirs below allochthonous salt sheets had stimulated a renaissance in salt tectonic research.
Blossoming about 1989, the brittle era is actually rooted in the 1947 discovery that a diapir stops rising if its roof becomes too thick. Such a notion was heretical in the fluid era. Stimulated by sandbox experiments and computerized reconstructions of Gulf Coast diapirs and surrounding faults, the onset of the brittle era yielded regional detachments and evacuation surfaces (salt welds and fault welds) along vanished salt allochthons, raft tectonics, shallow spreading, and segmentation of salt sheets. The early 1990s revealed rules of section balancing for salt tectonics, salt flats and salt ramps, reactive piercement as a diapiric initiator resulting from tectonic differential loading, cryptic thin-skinned extension, influence of sedimentation rate on the geometry of passive diapirs and extrusions, the importance of critical overburden thickness to the viability of active diapirs, fault-segmented sheets, counter-regional fault systems, subsiding diapirs, extensional turtle structure anticlines, and mock turtle structures.


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Watch Tiffany Haddish channel her inner Rosie Perez for the "Fight The Power" promo for the new season of "The Last O.G."
The Last O.G.
WELL DAMN: Tracy Morgan Snaps At Interviewer Who Asks About Tiffany Haddish's Success (Video)
'The Last O.G.' star Tracy Morgan snaps at an interviewer who asks him about Tiffany Haddish's success. Get the scoop and see video.
Tracy Morgan's 'The Last O.G.' Sets Premiere Ratings Record For TBS
The April 3 premiere of Tracy Morgan's new comedy series, "The Last O.G.," has set a new ratings record for TBS! Get the scoop!
GIVEAWAY: 'The Last O.G.' & 'She Ready' Tiffany Haddish T-Shirts
The good folks over at TBS sent Ice Cream Convos two dope shirts to give away to our ICC friends to promote their new comedy series, "The Last O.G."
Watch The New Trailer For Tracy Morgan's New Comedy Series 'The Last O.G.' (Video)
We are less than two weeks away from the premiere of Tracy Morgan's new comedy series, "The Last O.G." and TBS has released a new trailer. Watch now.
Tiffany Haddish To Star In Netflix Animated Series 'Tuca & Bertie'
Tiffany Haddish's reign continues as she is now set to star in Netflix's forthcoming animated series, "Tuca & Bertie." Get the scoop.
FIRST LOOK: 'The Last O.G.' Starring Tracy Morgan & Tiffany Haddish (Video)
TBS has released a first look at Tracy Morgan's forthcoming comedy series, "The Last O.G." co-starring Tiffany Haddish, Cedric The Entertainer and Allen Maldonado. Get the scoop and watch the trailer.
Tracy Morgan's 'The Last O.G.' Delayed Until 2018
Awwww dang! Tracy Morgan's forthcoming TBS comedy, "The Last O.G." will not premiere next week as scheduled. Get the scoop.
QUICK QUOTES: Tracy Morgan Says His New Comedy 'The Last O.G.' Is Not 'A Black Show'
Tracy Morgan says his forthcoming TBS comedy, "The Last O.G." is "not a black show." Get the scoop.
TV SCOOP: Cedric The Entertainer Joins Tracy Morgan Comedy 'The Last O.G.'
Cedric The Entertainer is the latest star to join Tracy Morgan's TBS series, "The Last O.G." Get the scoop on his role.


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Ramadan (; Arabic: رمضان Ramaḍān, also known as Ramazan, romanized as Ramzan, Ramadhan, or Ramathan) is the ninth month of the Islamic calendar, and is observed by Muslims worldwide as a month of fasting (Sawm) to commemorate the first revelation of the Quran to Muhammad according to Islamic belief.
If the gum had a taste in your mouth, you must spit it out, but if the gum had no taste, then you are allowed to swallow the saliva and your fast is valid.
If a person deliberately did not fast any day of the Month of Ramadhan, he has committed a sinful act and he must that day as Qadha and he must fast two months or feed sixty poor Momineen for not fasting that day.
Exams is not be a valid reason to leave fasting, so, the above rule is applicable.
Bismihi ta'ala
It is rather the opposite, as we can see that many Sunnis and Shia start the holy month of Ramadhan, and have Eids together on the same day. The issue is that in the Sunni world there is a difference of opinion as to whether the beginning of the lunar month can be pre-announced, or must it be eye-witness.
In Sunni communities there are those who follow Saudi Arabia's announcement, for example, and there are those who follow the local moon-sighting, by the naked eye.
For further statistics on this, please review the following site:
The Night of Qadr according to most authentic Hadeeths is 19th or 21st or 23rd of the Month of Ramadan.
Most of our brothers and sisters who follow Sunni sects think that 27th is the most likely night of Qadr. This is because of the Sunni rulers who wanted to drive the Muslims away from the narrations and teachings of Ahlul Bayt (AS).
In fact, there are many authentic Hadeeths in Sunni books stating that the Night of Al-Qadr is 19th or 21st or 23rd. (Nayl Al-Awtaar by Al-Shawkani).
The narration of 27th is unauthentic narration which has been narrated by one person named Ubayy Bin Ka'b stating his own opinion and not narrated from the Prophet Muhammad (SAWA) but it was been publicized by the rulers against the authentic Hadeeths from Ahlul Bayt (AS).
Thank you for your question. The occurrence of Layaltul Qadr during the month of Ramadan is derived from the Qur'an itself. In surah al-Baqarah verse 185, God says:
"The month of Ramadan is that in which the Quran was revealed"
And the night in which the Qur'an was revealed was the Night of Decree as is stated in the first verse of surah al-Qadr:
"Surely We revealed it on the night of decree."
However, the Qur'an does not specify which night in the month of Ramadan lalat al-Qadr is and so the next step is to turn to the traditions on the subject.
While the last 10 nights have been generally specified for a person to seek the night of Qadr in the traditions in the books of the school of the Ahl al-Bayt (as), there are more specific traditions that mention the 19th 21st and 23rd nights of the holy month, with each night playing its own role in the passing of the decree for the upcoming year. There is further specification of the 21st and 23rd nights and other traditions that specify the 23rd night.
As for the 27th night, while there are many traditions narrated in the books of the Ahl al-Sunna concerning which of the nights of Ramadan is the night of Qadr, the 27th has become the most popular.
May you always be successful.
Bismihi ta'ala
It is said that the important night of Qadr is one of the odd nights of the last ten days of the holy month of Ramadhan. The night of the 19th, 21nd, 23rd, 25th, 27th, 29th. The emphasised nights are the nights of the 19th, 21st and in particular the night of the 23rd.
As for the night of the 27th, athough it has also been mentioned in Shi'ah narrations, it is the night usually emphasised on by our Sunni brethren.
And Allah knows best.
Yes your fast is valid.
Bismihi ta'ala
If you have doubt as to whether there was something obstructing water from reaching your skin or not, after having performed the ghusl, you consider the ghusl as valid.
However, if you are sure it was there before the ghusl, and forgot during the ghusl, and then realised after the ghusl that it the obstruct was there, then as long as you kept your taharah, wash that part, based on the ruling of tarteeb (sequence).
And Allah knows best.
Traveler is not only exempted from fasting but he can not fast during the Month of Ramadan. Despite this exemption, eating and drinking in public during the day of month of Ramadan must be avoided. It can be forbidden (Haraam) if it amounts to violating the sanctity of the month of Ramadan or making people disrespect the obligation of fasting during this month or encouraging any one not to fast.
Mohammad Al-Musawi
Bismihi ta'ala
In Islam, masturbation is a sin and prohibited for both males and females. It is also one of the invalidators of fasting, should it reach sexual peak. If what you mean by no vaginal discharge that she did not have an orgasm, then her fast would be valid. However, if she had reach to that, and if Ghusl Janabah becomes wajib on her, then it would invalidate her fast. She will hence need to repent, re-do that day as Qadha', and also pay Kaffarah of intentionally breaking fast.
Ways of avoiding such an act are:
1. Focus on your level of taqwa and become more consciously wary of Almighty God in everything you do and wherever you are, especially when you are alone.
2. Increase in your practice of Dhikr of Allah ta'ala, especially when you wake up, and before you sleep.
3. Marriage.
4. Stay away from anything that provokes lust, and anything that brings about sexual excitement.
And Allah knows best.
Bismihi ta'ala
If you did not do the Qadha' of the previous holy month of Ramadhan, and entered into the next Ramadhan, and you were capable of re-doing those days, you will need to pay a Kaffarah.
The Kaffarah is 750grams of flour, or bread, or rice, or dates, or something similar to these items for each day. You select the amount (750grams) of only one of these items, of your choice.
You will also still need to do the Qadha' of those passed days.
And Allah knows best.
If Ghusl is not possible, then Tayammum must be performed, and after performing Tayammum (which must be before the time of Fajr), you are clean (Taahir) and your fast is valid.
Mohammad Al-Musawi


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At least 21 people have died after two separate boats smuggling migrants off two Greek islands capsized overnight.
The Greek coast guard says dozens have survived and a search and rescue operation is under way for more potential survivors.
The coast guard says a wooden boat carrying 48 people sank in the early hours of Friday off the small island of Farmakonisi in the eastern Aegean. Forty of the passengers managed to make it to shore, while authorities rescued one girl and recovered seven bodies from the sea.
In a separate incident, a wooden sailboat carrying an undetermined number of people sank off the island of Kalolimnos.
The coast guard rescued 26 people and recovered 14 bodies. Coast guard vessels, a helicopter and private boats are searching for survivors.


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Listen in: Meeting author Stephanie Garber
September 19, 2019
Hang on for a minute...we're trying to find some more stories you might like.
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In this episode of Listen in, Corren Tipton talks with sophomores Anna Matusiak and Janka Gerber about meeting Stephanie Garber, author of the Caraval trilogy. Featuring topics of Garber's writing tips and a summary of the book, this podcast takes a look into Garber's fantasy work.
Listen in was created as a new outlet for the many voices of Lafayette. Web editors Chloe Baker and Makayla Archambeault hope you enjoy this new way to tune into The Lancer Feed. Listen in will be posted every other week, or if we're in the mood for another. We are open to discussing a wide range of topics from terrifying bear attacks to what it's like to grow up with a whole lot of siblings. If you're interested in being a featured guest, contact us via @thelancerfeed on Twitter, Instagram, Facebook or email firstname.lastname@example.com.
Corren Tipton is a sophomore, and this is her second year on the Image staff. Outside of publications, she is involved in golf and orchestra. Corren can be contacted at firstname.lastname@example.com.


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One of the sports betting, football is the simplest and gets the most profitable payout. It's simple in the sense it may be off or a house win a draw or win. It might be On or Under as it has to do with total target stake.It said then done whenever you're really betting on this sport. Punter's appears to get carried away with jealousy and emotion. All these are the two reasons why most punters drop in football. I am able to say about 80 percent of people who wager shed their cash. A nutritious amount will be made by Just 20 percent of those punters . It is very critical for anybody who likes to initiate a football profession learn and to learn the basic principles. It's a principal that is really easy and not everybody is able to learn it. It's known as the emotion and greed principal. We ought to put emotion and greed off if we are gambling in any football game.Your strategy was place by you and also you ought to stick with it. Once you've fulfilled your goal call it off a day. It's also wise to decide on a limit. Set a stop loss stage. You need to quit and wait to make a return Should you reach the limit.What punters do when they're currently losing it up. This way is the approach. For those who double up it is great and you win the wager but you need to think about what should you lose the wager. 사설토토
You need to plan your plan and Football gambling is a long-term investment and stay with it.A wager will be placed by some punters . This is only because they do not understand what things to keep an eye out for if putting a wager. There are a whole good deal of providers that offer methods for the game. You need to think about opting for this service if you aren't certain about what sport to wager.You must do a great deal of research which you're likely to wager. I shall list a couple of things down which you ought to watch out for before you place a wager.Opening odds of every game ought to be mentioned. This may tell a great deal about the sport.It is going to be great to discover the team's lineup. Learn who's playing who isn't currently playing.What type is your team in? Are they on the kind or form that was shedding?And this match's numbers plays a role. Have when enjoying with Team B. Team A win


text: Are you open on Thanksgiving day? Yes. For our most up to date opening hours please click HERE Was this article helpful? Related articles When is the LEGOLAND Water Park closed? What are your opening times? When is LEGOLAND Florida open? The Hotel package states " Room + 2nd day free". What does 2nd day free mean? Do you allow outside food into the park?


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Kanaku no Kiseki
A thousand years ago there was a scarlet haired witch named Marl. Marl was a noble woman, she traveled around the world, teaching people magic to benefit their lives. I am Kanaku, a graduate from the school of magic. To fulfill a personal wish, I decided to retrace Marl's footsteps and visit the epitaphs she left in Arencia. "I'm going to tag along with to visit the epitaphs!" Julie, a charming girl who is gifted with magic talents suddenly decided to accompany my journey. It was a bitter sweet trip, which guided us to the unexpected truth, the beginning of a fantasy journey! (Source: back cover of the novel)