Frac Tech has agreed to pay $450,000 to settle a lawsuit filed by a transport driver who claimed she could not find any working safety showers after suffering chemical burns at Frac Tech's Aledo facility, according to a statement released Wednesday by the woman's attorney, Fort Worth-based John David Hart.
According to the statement, Joyce Burton, a worker for L&B Transport, was unloading hydrochloric acid in February 2008 when a hose fitting came loose, spraying the acid onto her face and body.
Frac Tech Services, which has corporate offices in Cisco and Fort Worth, zoomed to prominence by providing hydraulic fracturing services to drilling sites, using pressurized rigs to shoot so-called "fracking fluid" into casings deep underground in efforts to fracture rock formations and free natural gas.
Burton alleged that of the two safety showers in the Aledo facility, "one was not working properly and that the second was locked and not accessible," according to the attorney's statement, which notes that Burton, a Jackson, La., resident, suffered serious chemical burns to her face, chest and abdomen.
A spokeswoman for Frac Tech declined to comment.
"Safety must be the No. 1 priority of any business, especially an oil field services company utilizing hazardous chemicals," Hart said in a statement. "We were pleased to reach a settlement for Joyce Burton that will compensate her for her economic and personal injuries."
2011年11月17日星期四
2011年11月15日星期二
A Fitting Out Checklist Including Rig Checks and Testing
Sometimes known as a ‘shakedown’, we have to wake the engine from its hibernation, slap on the antifouling, grease the winches, check the safety gear. The excitement of seeing our precious vessel craned into the water is followed by the trepidation of rediscovering just how rusty our seamanship skills are after a prolonged winter lay-up. Hopefully, the old magic will return as soon as the tiller or wheel is back in your hand.
A Fitting Out Checklist Including Rig Checks and Testing
The batteries go flat, no VHF radio, no GPS, no navigation lights. The water in the tanks smells of rotten eggs. The log impeller gets stuck and the winches are stiff. But it’s when things don’t go to plan that true seamanship and friendship is put to the test. Riggers will tell you about catastrophic rig failure all because a humble split pin fell out. Better to have a shakedown than a mast fall down.
Boat repair includes woodwork and joinery, hull repair, deck repair, grp repair and sterngear repair.
Not all rig failures are catastrophic, but most are inconvenient, expensive and avoided. Check your rig and you can detect and prevent problems before they happen.
Checking the rig, sails, standing and running rigging for safety doesn’t end with fitting out. Safe sailing is a season-long issue.
Insurers differ where rigs are concerned. Some say rigging needs replacing after 10 years, others want a survey after five. Many rigs don’t have history or service records. All this tells you your rig is something of an unknown quantity.
10% of genoa cars can fail between seasons. Check split pins and grub screws as some makes are prone to coming apart. If the car’s plunger stop or towing system fails under load, the car could knock off the aft end block and in a flash you’ll have bearings everywhere and a useless car. Check the genoa track bolts and end blocks.
Check that everything is secured with good condition split pins (on clevis pins and bottlescrews) or locknuts. Lift shroud covers regularly and clean out the salt and grit. During maintenance, add stainless steel washers inside the clevis pin split pins to limit wear and working if there’s room as the clevis pins rotate.
Check all shrouds and stays at upper and lower terminals
as well as at spreader ends. Replace any where stranding is found. If stranding is detected on one shroud, replace both it and the opposite shroud. Rust-coloured deposits at the neck of a swage can indicate that one of the strands was not properly polished before the wire was twisted and the impurities have flowed to the terminal and oxidised. Scotchbrite clean and check again.Tying warps to shroud bases deforms and weakens rigging screws and toggles.
If you have single roll-swaged terminals (look for opposing flashlines on the terminal) and one strand has gone, it’s likely the opposite strand has gone too.
Check all mainsheet and traveller blocks for damage or distortion, make sure split pins are in position and taped, and shackles tight and seized. Check all mainsheet track bolts and end blocks are secure… the mainsheet car can overpower the travellerjammer while gybing in a blow and smash through the end of the track.
Check they are not perished and seal with rubber-friendly sealant. Before refitting, make sure the mast is chocked stable, otherwise the mast wall rubs against the deck ring, damaging both deck and mast. UV is hard on gaiters so pay extra attention if you keep the boat somewhere sunny.
Check the furling line from end to end. Check all the lead blocks are fair and the guide arm and drum are secure. Most importantly, check the securing screws where the drum meets the tuff tube and Locktite or tape over with PVC tape. They often work loose and fall out.
There’s a huge amount going on at both the gooseneck and kicker/vang attachment – rotation, tension and compression under load. Often this distorts aluminium fittings.
Remove the fitting, file back into shape, grease and replace, using stainless steel or nylon washers to restrict the amount of working, then secure with good condition split pins.
Check sheets and guys for wear. Whip if the cover is partly chafed, replace if the core is damaged. Whip or burn both ends to prevent fraying. If you haven’t done so on laying up, remove, mouse and check all halyards. Wash all running rigging in soapy water, rinse thoroughly and keep any spare line below when you’re not at sea as it degrades in UV. For the same reason, give the mainsheet and jib sheets your particular attention.
With halyards and sheets, always buy 3-6ft more than you need so that you can take lft off the working end every season to change the contact points and limit the danger of parting due to chafe.
Check masthead clevis pins are secured with good condition split pins as they work considerably and can straighten and work loose, or break and fall out.
Check the spinnaker block shackles are nipped up and seized with wire.
Check main and genoa halyard separators and sheaves for wear. If your mast has a bolted-on head unit and you find wear, replacement means removing, repairing and refitting the head unit with the mast unstepped. Damage indicates the main halyard has been over-tightened. Mark your halyard every season so that you hoist to 6in below the separator, then rig a cunningham for luff tension or recut the sail.
Wire halyards can wear through your genoa halyard separator
If your fractional spinnaker halyard is retained with eye bolts, there will be greater wear on the halyard. Pulleys or trumpet fittings give a larger contact point, which reduces wear.
Check radar brackets for excessive working and pack with washers to limit this. Check light fittings, bulbs and wiring, spinnaker pole track bolts and end fittings, spinnaker pole cars – and any other fittings.
Check shroud attachments. If the backing plates are worn, cracked or pulling away from the mast, consult your rigger. It may not be critical but it’s not a good sign. Get it checked. Clean the entire section with white spirit and Scotchbrite to check for cracks and bring up the colour of the anodising.
Check spreader sockets, clevis pins and split pins for wear and excessive working. Replace and pack with stainless steel or nylon washers during maintenance.
Check the spreaders ends are secure and not heavily pitted or corroded. If they’re not covered, protect them with plastic covers but still check regularly.
Check the spreaders’ leading and trailing edges for wear from badly stowed stays and halyards. Slice lengths of PVC tubing, fit over leading and trailing edges and tie and tape on with self-amalgamating tape to prevent wear, both on the spreader from stays and on the sail from the spreaders.
The humble split pin holds your rig up so check them all regularly. If they’re not properly fitted, they can straighten
or break as the clevis pin works around, and fall out, followed by the clevis pin, then your rig. Curl back both pin legs, packing stainless-steel washers to limit working, then secure with tape or silicon.
Check all lead blocks (especially around the mast base) and shackles for tightness, then seize (shackle pins with a flat tab instead of a hole can’t be seized effectively and aren’t recommended for any load-bearing purpose). Seizing wire is best, cable ties are satisfactory but will degrade in UV and need replacing regularly. Replace blocks showing signs of cracking, wear or distortion.
on modern rigs with swept-back spreaders, the lowers are likely to go first because they work fore and aft, and transverse. When sailing, check you have enough shroud tension to prevent the leeward shrouds becoming slack. With more traditional rigs with inline spreaders, the leeward rigging should slacken slightly.
Lubricate all sheaves, luff tubes and tracks with Teflon spray. Silicon grease is fine for sheaves but, if used on main tracks or luff tubes, will leave marks on your sails.
While inspection is easier on an unstepped rig, some problems are easier to spot with the rig up, the tension on and the rig settled. Without tension, a broken strand may settle back into a shroud terminal and appear fine whereas under load, it’s obvious. If you mast is up, send someone aloft to check everything, make sure they know what they’re looking for.
Ensure your mast electrics are sound. Track down the causes of chafe and use cable ties to secure wires out of harm’s way
Winches: Old oil and grease lose viscosity and winches will slip when springs and pawls get stuck. Strip down, wash parts in paraffin and lightly regrease .
Windlasses: If manual, check they’re working, clean and tighten. For powered versions check foot switch forwater, clean and use Vaseline on the connections.
A Fitting Out Checklist Including Rig Checks and Testing
The batteries go flat, no VHF radio, no GPS, no navigation lights. The water in the tanks smells of rotten eggs. The log impeller gets stuck and the winches are stiff. But it’s when things don’t go to plan that true seamanship and friendship is put to the test. Riggers will tell you about catastrophic rig failure all because a humble split pin fell out. Better to have a shakedown than a mast fall down.
Boat repair includes woodwork and joinery, hull repair, deck repair, grp repair and sterngear repair.
Not all rig failures are catastrophic, but most are inconvenient, expensive and avoided. Check your rig and you can detect and prevent problems before they happen.
Checking the rig, sails, standing and running rigging for safety doesn’t end with fitting out. Safe sailing is a season-long issue.
Insurers differ where rigs are concerned. Some say rigging needs replacing after 10 years, others want a survey after five. Many rigs don’t have history or service records. All this tells you your rig is something of an unknown quantity.
10% of genoa cars can fail between seasons. Check split pins and grub screws as some makes are prone to coming apart. If the car’s plunger stop or towing system fails under load, the car could knock off the aft end block and in a flash you’ll have bearings everywhere and a useless car. Check the genoa track bolts and end blocks.
Check that everything is secured with good condition split pins (on clevis pins and bottlescrews) or locknuts. Lift shroud covers regularly and clean out the salt and grit. During maintenance, add stainless steel washers inside the clevis pin split pins to limit wear and working if there’s room as the clevis pins rotate.
Check all shrouds and stays at upper and lower terminals
as well as at spreader ends. Replace any where stranding is found. If stranding is detected on one shroud, replace both it and the opposite shroud. Rust-coloured deposits at the neck of a swage can indicate that one of the strands was not properly polished before the wire was twisted and the impurities have flowed to the terminal and oxidised. Scotchbrite clean and check again.Tying warps to shroud bases deforms and weakens rigging screws and toggles.
If you have single roll-swaged terminals (look for opposing flashlines on the terminal) and one strand has gone, it’s likely the opposite strand has gone too.
Check all mainsheet and traveller blocks for damage or distortion, make sure split pins are in position and taped, and shackles tight and seized. Check all mainsheet track bolts and end blocks are secure… the mainsheet car can overpower the travellerjammer while gybing in a blow and smash through the end of the track.
Check they are not perished and seal with rubber-friendly sealant. Before refitting, make sure the mast is chocked stable, otherwise the mast wall rubs against the deck ring, damaging both deck and mast. UV is hard on gaiters so pay extra attention if you keep the boat somewhere sunny.
Check the furling line from end to end. Check all the lead blocks are fair and the guide arm and drum are secure. Most importantly, check the securing screws where the drum meets the tuff tube and Locktite or tape over with PVC tape. They often work loose and fall out.
There’s a huge amount going on at both the gooseneck and kicker/vang attachment – rotation, tension and compression under load. Often this distorts aluminium fittings.
Remove the fitting, file back into shape, grease and replace, using stainless steel or nylon washers to restrict the amount of working, then secure with good condition split pins.
Check sheets and guys for wear. Whip if the cover is partly chafed, replace if the core is damaged. Whip or burn both ends to prevent fraying. If you haven’t done so on laying up, remove, mouse and check all halyards. Wash all running rigging in soapy water, rinse thoroughly and keep any spare line below when you’re not at sea as it degrades in UV. For the same reason, give the mainsheet and jib sheets your particular attention.
With halyards and sheets, always buy 3-6ft more than you need so that you can take lft off the working end every season to change the contact points and limit the danger of parting due to chafe.
Check masthead clevis pins are secured with good condition split pins as they work considerably and can straighten and work loose, or break and fall out.
Check the spinnaker block shackles are nipped up and seized with wire.
Check main and genoa halyard separators and sheaves for wear. If your mast has a bolted-on head unit and you find wear, replacement means removing, repairing and refitting the head unit with the mast unstepped. Damage indicates the main halyard has been over-tightened. Mark your halyard every season so that you hoist to 6in below the separator, then rig a cunningham for luff tension or recut the sail.
Wire halyards can wear through your genoa halyard separator
If your fractional spinnaker halyard is retained with eye bolts, there will be greater wear on the halyard. Pulleys or trumpet fittings give a larger contact point, which reduces wear.
Check radar brackets for excessive working and pack with washers to limit this. Check light fittings, bulbs and wiring, spinnaker pole track bolts and end fittings, spinnaker pole cars – and any other fittings.
Check shroud attachments. If the backing plates are worn, cracked or pulling away from the mast, consult your rigger. It may not be critical but it’s not a good sign. Get it checked. Clean the entire section with white spirit and Scotchbrite to check for cracks and bring up the colour of the anodising.
Check spreader sockets, clevis pins and split pins for wear and excessive working. Replace and pack with stainless steel or nylon washers during maintenance.
Check the spreaders ends are secure and not heavily pitted or corroded. If they’re not covered, protect them with plastic covers but still check regularly.
Check the spreaders’ leading and trailing edges for wear from badly stowed stays and halyards. Slice lengths of PVC tubing, fit over leading and trailing edges and tie and tape on with self-amalgamating tape to prevent wear, both on the spreader from stays and on the sail from the spreaders.
The humble split pin holds your rig up so check them all regularly. If they’re not properly fitted, they can straighten
or break as the clevis pin works around, and fall out, followed by the clevis pin, then your rig. Curl back both pin legs, packing stainless-steel washers to limit working, then secure with tape or silicon.
Check all lead blocks (especially around the mast base) and shackles for tightness, then seize (shackle pins with a flat tab instead of a hole can’t be seized effectively and aren’t recommended for any load-bearing purpose). Seizing wire is best, cable ties are satisfactory but will degrade in UV and need replacing regularly. Replace blocks showing signs of cracking, wear or distortion.
on modern rigs with swept-back spreaders, the lowers are likely to go first because they work fore and aft, and transverse. When sailing, check you have enough shroud tension to prevent the leeward shrouds becoming slack. With more traditional rigs with inline spreaders, the leeward rigging should slacken slightly.
Lubricate all sheaves, luff tubes and tracks with Teflon spray. Silicon grease is fine for sheaves but, if used on main tracks or luff tubes, will leave marks on your sails.
While inspection is easier on an unstepped rig, some problems are easier to spot with the rig up, the tension on and the rig settled. Without tension, a broken strand may settle back into a shroud terminal and appear fine whereas under load, it’s obvious. If you mast is up, send someone aloft to check everything, make sure they know what they’re looking for.
Ensure your mast electrics are sound. Track down the causes of chafe and use cable ties to secure wires out of harm’s way
Winches: Old oil and grease lose viscosity and winches will slip when springs and pawls get stuck. Strip down, wash parts in paraffin and lightly regrease .
Windlasses: If manual, check they’re working, clean and tighten. For powered versions check foot switch forwater, clean and use Vaseline on the connections.
2011年9月29日星期四
Greenacres kids spend day off learning about government
Thirteen boys and girls toured Greenacres departments, including finance, planning and engineering, public safety and leisure services as part of the annual Florida City Government Week project for students in the city's after-school programs.
During a tour of the planning and engineering department, Director Tom Lanahan told the kids how he started out building things as a child and worked his way up to architecture school at the University of Notre Dame.
Lanahan told them there were several times when he was nervous about beginning something new, such as learning to speak in public or meeting with his first clients as an architect.
"You're going to encounter stuff you're going to be afraid of," Lanahan said. "You just jump in there and do it."
At the Department of Public Safety, firefighter/paramedic Raul Solarte showed the kids the inside of a holding cell, which was painted pink to calm down agitated detainees. They saw the interview room where suspects are questioned and the dorms where firefighters sleep.
Speaking from a rescue truck, Solarte described the defibrillator used to restart stopped hearts in terms the kids could understand.
"We control-alt-delete the heart, and hopefully it starts to pump," he said.
Opening up the sides of a fire engine, Solarte showed them the power saw that cuts through steel and concrete, the chain saw used to carve open roofs, the air packs that firefighters wear in burning buildings and the hydraulic jaws of life used to free people from wrecked cars.
At the end of the tour, Solarte attached a hose to a hydrant and let each kid try spraying water. Even after they were told to lean forward before opening the valve, some of them were pushed back a few steps by the power of the thrust.
Mareisha Ward, a fifth-grader at Heritage Elementary, said she enjoyed using the fire hose but is more interested in police work. "I want to be a police officer or an investigator," she said.
During a tour of the planning and engineering department, Director Tom Lanahan told the kids how he started out building things as a child and worked his way up to architecture school at the University of Notre Dame.
Lanahan told them there were several times when he was nervous about beginning something new, such as learning to speak in public or meeting with his first clients as an architect.
"You're going to encounter stuff you're going to be afraid of," Lanahan said. "You just jump in there and do it."
At the Department of Public Safety, firefighter/paramedic Raul Solarte showed the kids the inside of a holding cell, which was painted pink to calm down agitated detainees. They saw the interview room where suspects are questioned and the dorms where firefighters sleep.
Speaking from a rescue truck, Solarte described the defibrillator used to restart stopped hearts in terms the kids could understand.
"We control-alt-delete the heart, and hopefully it starts to pump," he said.
Opening up the sides of a fire engine, Solarte showed them the power saw that cuts through steel and concrete, the chain saw used to carve open roofs, the air packs that firefighters wear in burning buildings and the hydraulic jaws of life used to free people from wrecked cars.
At the end of the tour, Solarte attached a hose to a hydrant and let each kid try spraying water. Even after they were told to lean forward before opening the valve, some of them were pushed back a few steps by the power of the thrust.
Mareisha Ward, a fifth-grader at Heritage Elementary, said she enjoyed using the fire hose but is more interested in police work. "I want to be a police officer or an investigator," she said.
2011年5月5日星期四
Tasco celebrates its 40th anniversary with a trade show
Tasco Supplies is celebrating its 40th anniversary in the lakecity with a Trade Expo at the Curling Rink this Friday and Saturday.
More than 60 exhibitors catering to the automotive, industrial and welding trades will be featured in the show.
Tasco and its sister businesses Taylor Automotive and Cariboo Steel Centre typify the entrepreneurial spirit that remains alive and well in the Cariboo Chilcotin.
Owner Rick Weil says there is no doubt his company has suffered over the past few years with the global recession, but he is proud to say they have not had to cut back on employee hours or income.
Tasco Supplies was founded in Williams Lake March 1, 1971 by Rick Weil, Dave Ireland and Fred Thuncher. A few years later, in 1974, the partners opened a second Tasco Supplies in 100 Mile House.
The Williams Lake store was expanded five times over the years to meet the growing demands of industry in the region, which included a demand for custom-made parts for heavy equipment and machinery.
So in 1989 the company purchased the Cariboo Steel Centre and then a third Tasco Supplies in Quesnel 12 years ago.
Over the years, Rick bought out his partners’ shares in the business, eventually becoming sole owner in 1993.
Today the businesses employ 68 people, including 12 welders and machinists capable of making custom bushings, shafts, couplings, protective grills and other items needed by the automotive and heavy equipment industries.
The company specializes in problem solving.
“We started out selling industrial and automotive supplies, and have evolved to provide specialized service for the automotive and equipment trades,” Rick says, as an employee hands me a beautifully polished steel cylinder he calls a “splined bushing.”
I almost drop the object on the floor because it is much heavier than it looks. Then my jaw almost drops to the floor when they tell be the small custom object carries a price tag of $400 because of the time it takes to make.
These days one of the company’s biggest challenges is keeping track of and maintaining inventory because the needs of industry are always changing.
A floor-to-ceiling wall of resource material in the purchasing department is testimony to the enormity of this task.
“We have 30,000 different parts or “SKUs,” which is an anachronism for numbers given to the parts in the computer,” Rick says. “We are looking forward to the day when everything is bar-coded.”
While Tasco and Taylor Automotive meet specific needs of industry, the stores are also great scouting places for the home hobbyist and do-it-yourselfer.
There are nuts, bolts and screws as small as an eighth of an inch, right up to three inches in diameter. There is heavy duty hydraulic equipment and there are garden hose attachments. And there are plasma cutters in sizes large enough to slice through inches of steel and small enough to design thin metal sculptures.
But what really makes the business tick is its employees who are treated as family.
Rick says it is important for the employees to have wages they can live well on and he has also worked hard to provide medical, dental, extended health, and RRSP benefit plans.
As a result many of the employees have been with the company 20 years or longer.
Creating a stable working environment, he says, is especially important for a business like their’s which caters to repeat customers, who know what they need and can develop an easy rapport with the employee who specializes in the particular type of equipment they are seeking.
Rick and his family also have deep ties to the Williams Lake community.
Rick, was born in Paris, France and lived in England until the age of six, when his family settled in Williams Lake where he was raised.
His wife Carol (Kelly) was born and raised in Williams Lake.
“We married young and decided early on that we wouldn’t work together so we would have things to talk about in the evenings,” Rick says. “It’s worked so far. We’ve been married 47 years.”
Fresh out of school Rick started learning the automotive and industrial supply trade as a salesman for Taylor, Pearson and Carson automotive equipment supply. He has taken many workshops and training sessions over the years to develop his skills in business.
Carol became a well-known and respected realtor in the community.
Today their son, Troy, is working with his father as manager of the Cariboo Steel Centre and their daughter, Tanya Rankin, has followed in her mother’s footsteps as an independent realtor.
Tanya and her husband Jordan have three school-age daughters, Makena, Mailea, and Mallory. Troy and his wife Naomi have two school-age daughters, Kaylee and Paityn.
Friday and Saturday Rick and his close and extended family will be looking forward to sharing their 40th anniversary with visitors to the trade show at the curling rink where there will be a three-foot-by-six-foot cake to share each day of the show.
In addition to displays by some 60 exhibitors and suppliers there will be all sorts of demonstrations of welding, woodworking, new products and equipment.
“Everyone is invited,” Rick says. People working in industry, families, hobbyists — everyone.”
More than 60 exhibitors catering to the automotive, industrial and welding trades will be featured in the show.
Tasco and its sister businesses Taylor Automotive and Cariboo Steel Centre typify the entrepreneurial spirit that remains alive and well in the Cariboo Chilcotin.
Owner Rick Weil says there is no doubt his company has suffered over the past few years with the global recession, but he is proud to say they have not had to cut back on employee hours or income.
Tasco Supplies was founded in Williams Lake March 1, 1971 by Rick Weil, Dave Ireland and Fred Thuncher. A few years later, in 1974, the partners opened a second Tasco Supplies in 100 Mile House.
The Williams Lake store was expanded five times over the years to meet the growing demands of industry in the region, which included a demand for custom-made parts for heavy equipment and machinery.
So in 1989 the company purchased the Cariboo Steel Centre and then a third Tasco Supplies in Quesnel 12 years ago.
Over the years, Rick bought out his partners’ shares in the business, eventually becoming sole owner in 1993.
Today the businesses employ 68 people, including 12 welders and machinists capable of making custom bushings, shafts, couplings, protective grills and other items needed by the automotive and heavy equipment industries.
The company specializes in problem solving.
“We started out selling industrial and automotive supplies, and have evolved to provide specialized service for the automotive and equipment trades,” Rick says, as an employee hands me a beautifully polished steel cylinder he calls a “splined bushing.”
I almost drop the object on the floor because it is much heavier than it looks. Then my jaw almost drops to the floor when they tell be the small custom object carries a price tag of $400 because of the time it takes to make.
These days one of the company’s biggest challenges is keeping track of and maintaining inventory because the needs of industry are always changing.
A floor-to-ceiling wall of resource material in the purchasing department is testimony to the enormity of this task.
“We have 30,000 different parts or “SKUs,” which is an anachronism for numbers given to the parts in the computer,” Rick says. “We are looking forward to the day when everything is bar-coded.”
While Tasco and Taylor Automotive meet specific needs of industry, the stores are also great scouting places for the home hobbyist and do-it-yourselfer.
There are nuts, bolts and screws as small as an eighth of an inch, right up to three inches in diameter. There is heavy duty hydraulic equipment and there are garden hose attachments. And there are plasma cutters in sizes large enough to slice through inches of steel and small enough to design thin metal sculptures.
But what really makes the business tick is its employees who are treated as family.
Rick says it is important for the employees to have wages they can live well on and he has also worked hard to provide medical, dental, extended health, and RRSP benefit plans.
As a result many of the employees have been with the company 20 years or longer.
Creating a stable working environment, he says, is especially important for a business like their’s which caters to repeat customers, who know what they need and can develop an easy rapport with the employee who specializes in the particular type of equipment they are seeking.
Rick and his family also have deep ties to the Williams Lake community.
Rick, was born in Paris, France and lived in England until the age of six, when his family settled in Williams Lake where he was raised.
His wife Carol (Kelly) was born and raised in Williams Lake.
“We married young and decided early on that we wouldn’t work together so we would have things to talk about in the evenings,” Rick says. “It’s worked so far. We’ve been married 47 years.”
Fresh out of school Rick started learning the automotive and industrial supply trade as a salesman for Taylor, Pearson and Carson automotive equipment supply. He has taken many workshops and training sessions over the years to develop his skills in business.
Carol became a well-known and respected realtor in the community.
Today their son, Troy, is working with his father as manager of the Cariboo Steel Centre and their daughter, Tanya Rankin, has followed in her mother’s footsteps as an independent realtor.
Tanya and her husband Jordan have three school-age daughters, Makena, Mailea, and Mallory. Troy and his wife Naomi have two school-age daughters, Kaylee and Paityn.
Friday and Saturday Rick and his close and extended family will be looking forward to sharing their 40th anniversary with visitors to the trade show at the curling rink where there will be a three-foot-by-six-foot cake to share each day of the show.
In addition to displays by some 60 exhibitors and suppliers there will be all sorts of demonstrations of welding, woodworking, new products and equipment.
“Everyone is invited,” Rick says. People working in industry, families, hobbyists — everyone.”
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