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CONTENTS ADVERTISERS A One Financial .................................. 27 Benson Tire .......................................... 47 BF Goodrich Tires ............................... 3 Bloomfield Truck Stop .......................... 25 Castrol Heavy Duty Lubricants ............. 2 Driver’s Choice ................................ 37, 43 G & G Trucking Solutions .................... 31 Glasvan Great Dane ......................... 13 Howes Lubricants ................................ 9 J D Factors ........................................... 17 Kriska Transportation ............................ 5 Mercado Capital Corporation ......... 11, 41 Mobil Delvac ......................................... 7 National Safety Code Complaince ....... 33 Neetu Dhaliwal - Remax ................... 28 Peterbilt ............................................... 48 Quick Truck Lube ................................. 35 RD Truck & Trailer Repair ............... 29

14 18 24 35 39 44 20 32 36

WATS ............................................ 21, 45

Don’t Just Drive, Know your Truck Understanding Torsional Vibrations… Understanding Tire Mismatch Failures… Safety Questions / Answers RegardinG IFTA Maintenance of Safety Records in preparation for an audit

To Own A Trailer Or Not

- Pash Brar

Coming into the US - SCAC requirement

- Sonia Nanda

Risk Management


- Ken Davey

Sarnia Service Centre .......................... 25 Tiger Tool ........................................... 42

There is no such thing as a stupid question koeI vI svwl ieho ijhw nhIN huMdw ijs nUM byvkUPI vwlw khIey


Trucking: Market Exposure - Dara Nagra


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16 Federal US Court Rules Against Independent Contractor Status 17 kwrgo kRweIm ivru`D lVweI hoeI hor qyz 22 ATA Seeks Applications for LEAD ATA Program 23 AmrIkw ‘c tr`kW ‘coN corI hox vwly nukswn ‘c byqhwSw vwDw 23 How Technology Can Improve Truck Drivers’ Work Lives 26 Truckers Applaud Agreement to Resume In-transit Truck Shipments Through US 28 AYP tI Awr: pRofkitvtI nukswn Gtwaux leI tr`kW vwilAW nUM du`gxy bMdy r`Kxy pYxgy 29 hwaUs ib`l ‘c rIstwrt sspYNSn jWdw l`gw 30 Gov’t Announces Regulation Changes for Dangerous Goods Safety Marks 31 Biv`K ‘c PlItW dI mdd krn leI sksYSn AYkSn plYn 37 FMCSA Pressing On With Speed Limiter Rule 2014 38 AYP AYm sI AYs ey v`loN lweIv stOk Fox vwilAW nUM id`qI 30 imMt bryk qoN Cot 38 Volvo Trucks Names Greig Howlett Regional Vice President for Canada

Free Job Posting Free Job Search

43 Kane Is Able Expands Transportation Fleet with Natural Gas-Powered Trucks

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Kriska is Currently seeking Owner Operators WE OFFER: •Fuel cap $.47 per litre •Paid: plates, decals, satellite, tolls and bridges •Insurance paid through Safety and Performance Program •Earn $1.25/mile on our Regional Board

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The Difference is in Our People! For additional information E-mail or Call Kriska Toll Free: / 800.461.8000 Ex 5252

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Transportation / Logistics / Warehousing


Editor’s Note / sMpwdkI “If I had eight hours to chop down a tree, I’d spend six hours sharpening my axe.” - Abraham Lincoln Abraham Lincoln is often quoted for having said, “If I had eight hours to chop down a tree, I’d spend six sharpening my axe.” The hours vary (usually it’s given as either eight or six hours), but the meaning is that one should spend more time in preparation. The saying is similar to the proverbs, “measure twice, cut once” and “an ounce of prevention is worth a pound of cure.” As I have a teaching background, I’d say before you do anything, learn as much as you can about it, get proper training, and Dilbag (Ron) Dhaliwal be fully prepared. If we relate the same concept for trucking, the rules won’t change. If you want to enter into trucking and get your licence, get proper training from a reputable school. It may take longer and cost you more money, but you will save your time, money, and maybe even your own, and others, lives later. If you are assigned a load, plan the trip; spend sufficient time so you won’t get lost or frustrated during your trip. Being a truck driver in the past, I also experienced that spending 15 to 20 minutes in the morning on a proper pre-trip inspection gave me peace of mind, made me safer, and thus, receive less harassment from enforcement officers during the day. I have seen truckers being fined and towed because they had not spent those few minutes in the morning. So whenever and whatever you do , spend more time on preparation, because it will make your job and life easier. I want to congratulate our US Desi Trucking team for daring to put together a Truck Show in Central Valley, California. Our team has spent over 8 months in preparing this plan and finally, implementing it. Thanks to our sponsors and readers for giving us an overwhelming response. We guarantee that we will put forth our best efforts to make this show a success. Mark your calendars for September 6 and 7 for the West American Truck Show. Work smart, enjoy, and may God always bless truckers.

Publisher JGK Media Inc. | 1-877-598-3374 (Desi) Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Jag Dhatt Art Director Avee J Waseer IT Manager Raj Sidhu Cover Design Contributing Writers Ken Cooke, Pash Brar, Jag Dhatt, Mike Howe, Dara Nagra, Ray Gompf, Ken Davey, Sonia Nanda, Dr. Jagdeep Kaur Translator Onkar Singh Saini

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JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

Cell: 604-767-4433 E:

Cell: 416-875-3820 E:

Address: #235 - 8138, 128 Street, Surrey BC V3W 1R1

Address: 160-2, County Court Blvd. #128 Brampton, ON L6W 4V1

F: 604-598-9264

F: 604-598-9264

All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: JGK Media Inc. assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication. The opinions expressed in articles and features are of the writers and may not be those of the publisher. THE PUBLISHER ASSUMES NO RESPONSIBILITY OF ANY KIND.


Postmaster if undeliverable Canadian Address to #235-8138 128 St., Surrey BC V3W 1R1


City traffic, mountain passes and arctic tundra — they all put stress on a truck’s engine. Mobil Delvac™ heavy-duty diesel engine oil is formulated for long life and helps protect against sludge and deposit buildup. To learn more, visit us online at

Copyright © 2014 Exxon Mobil Corporation. All rights reserved. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries unless otherwise noted.

Out here it’s survival of the fittest engine



G. Ray Gompf


t’s been said that trucking isn’t a job, it’s a lifestyle and for the most part, that’s exactly what trucking is. A job is an activity where you go into work at a specific time, work a schedule, come home and live a life apart from the job; with trucking, you’re never away from the job, it’s omnipresent. There are few vocations that are also “lifestyle” That is the similarity amongst military service, farming and trucking. None have an “end of shift”. Even when you are sleeping, you are on duty. Even when you are off duty, you are on duty. There’s always something else to do. And while the level of stress for all is similar, each has somewhat different stressors. Possibly that’s why the ranks of truckers have so many who have previously served our military in one form of another and or have been farmers. I think I have an appreciation, having been raised on a farm, served in the military and many long years in trucking. Trucking isn’t a mind-numbing job as one of those repetitive manufacturing or office jobs might be. Trucking presents a totally different scenario almost every second of everyday, certainly the scenery changes as do the challenges caused by those with whom you share the road. Even though a truck driver is producing his or her 550 miles each day, he or she is never alone. There’s

constant interaction with the general public, in terms of road sharing. With the trucker’s communications devices, there is always a friendly voice to hear and sometimes a very critical voice. There is constant updating of road conditions and situations yet unseen. The advent of the Internet Age has developed even more communicative devices that allow even wider abilities to stay abreast of an ever-changing world. Also, ever increasingly, technology is “spying” on his or her every move. One of the downsides of both serving in the military and trucking is that you are away from loved ones and friends and family for extended periods of time. Another similarity is that neither pay very well. The major upside to both is that you get this incredible feeling of contribution. No other job with the possible exception of farming can possibly give one that sense of providing exactly what is needed when it is needed by whom it is needed and where it is needed and why it is needed. This is what people who haven’t been in either the military or in the trucking industry could possibly understand. While the people of world are in “give me more” mode, the military and truckers (and yes, farmers) experience something that can’t even be described or even understood by most. Strangely, there’s an enormous peace in the chaos, especially

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behind thePage scene, 29 where no one else seems to care. 24 Hour Another way that trucking is a lifestyle Roadside Assistance is that like it or not, the families are also part of trucking just because. Spouses have the step up more than most to be alone raising families, attending school functions, soccer matches, even attending extended family functions alone, without the trucking spouse. Children have to learn the trucking spouse is rarely at home and the most intimate contact is on the telephone. Spouses either have to make decisions alone or with their spouse on the telephone or other communication device. Families with jobs never think about the sacrifices those who choose lifestyle vocations suffer all for the good of everyone. Now, I know that many of you are, while agreeing with me, are thinking I’m forgetting about first responders, but I’m not. I writing this as I am focusing on the recent deaths of five police officers, three in Moncton; two in Las Vegas. The funeral of the three in Moncton is on television as I write. That being said, with all due respect, first responders sleep in their own beds and have a life outside their job. Their job is extremely critical to the well being of the community and I take nothing away from their task at hand but truckers and military have a much different lot in life and yes, it’s one JULY / AUGUST 2014

Trucking - A Lifestyle

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Trucking - A Lifestyle of choice. In our ranks of truckers, across the United States and Canada, we have people representing virtually every ethnicity and religion in the world, yet we are one of the strongest most cohesive brotherhoods on the planet. While there is a competitive spirit to get the load, there’s no competition once the load is being transported. We share our knowledge. We offer our abilities when a brother (or sister) is in difficulty. Recently, a trucking couple, friends of mine, had some misfortune on a trip deep into the US. Their truck engine gave up the ghost and facing a $25,000 bill for repairs, they were faced with some very tough decisions in a short space of time. Word was spread they were in trouble and offers poured in to help them get home. Over a two-day period, they had options and could sit down a weigh each option and figure out what was going to work for them. In the case of truckers, we often don’t even know who are friends are but it’s a joy to know that we have those unknown friends, that’s what brotherhood means. While in this case the offers of help weren’t accepted because of the way the situation evolved there was a great deal of gratitude just knowing it was readily offered. We never know what small act of kindness is going to mean to someone else. It may mean so little to the one offering, but to the one being offered it can mean that a bad situation can become bearable. Lifestyle means meals are either in restaurants or increasingly self-prepared in the truck, rarely is a meal shared with loved ones or even close friends. Having a shower without that smell of strong chemicals is something truckers long to have. I’ve heard so many civilians tell me that if they see truckers at a restaurant, then the food must be good. While that’s a possibility, the truth of the matter is the restaurant had a place to park that was reasonably safe and the quality of the food secondary. That being said, if the restaurant consistently produces poor quality food or way overpriced food, its days are numbered even though they have adequate parking facilities. In our daily lives let’s not forget those who serve us daily. As truckers we’re more visible that some. Our military, in the most dangerous of tasks, is hopefully in far flung places in the world. Believe me, they do their jobs so we don’t have to and they do it well, underpaid and under appreciated. Farmers are unseen and underpaid and under appreciated but without enemies trying to kill them. Truckers? Well, let’s say, highly visible, underpaid, under appreciated and under constant harassment from governments and under skilled people with whom they share the road. Truckers are highly skilled and while portrayed as not caring and not following rules and regulations, they are THE ones out there protecting all who use the highways and bi-ways of our nations, while ensuring the store shelves are full. 10

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PwienYNisMg qy spirMg pRmoSn! tRylr au~pr isr& pihlI Aqy Aw^rI ikSq hI idE (O.A.C) tr`k LIz au~pr ryt G`t kIqy (O.A.C)

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Corporation, a renowned power management Ecanaton company, is now including all Canadian and Americommercial vocational trucks

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lways keeping customer needs in mind, A Mack Trucks has now announced that it will assist

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in its three-year bundled warranty program. Prior to this announcement, only linehaul applications were under the warranty. Bill Fouch, aftermarket marketing manager for Eaton transmissions, said that, “Based on the initial success and excellent reception that we have been receiving from our linehaul customers, we decided to extend the industry’s best aftermarket warranty coverage to all applications

dealers and customers navigate through the grant process to obtain public funding for alternate fuel- and clean dieselpowered vehicles. Mack Trucks will assist in this process by working with Sustainability Initiatives Group (SIG), which will manage an up-to-date inventory of federal and state grant information, offer summaries on relevant grant opportunities, and assist in the application process. Brian Layman, Vice President of Mack Business Development, said that Mack is always working on offering customers with viable solutions that assist with and improve the total cost of ownership. “Mack is dedicated to working with customers to help achieve their business needs,” said Layman. has introduced a new InSur IwillnPower Auxiliary Battery Optimizer (ABO) that improve battery performance and

extend battery life by eliminating excessive battery discharge. This compact, easy to use plug-in application, charges the auxiliary battery from the chassis battery, while at the same time preventing both batteries from being drained. Now available for use in a variety of work truck applications, ABO’s patentpending design has a third terminal for low-voltage disconnect, so loads are automatically disconnected at a pre-determined voltage setting. n order to reduce the number of IPhillips items truckers need to carry around, Industries has introduced

new 4-in-1 combination electrical and air assemblies with liftgate and auxiliary cables with multiple plug and seal options. These spiral-wrapped assemblies combine Phillips straight ABS Lectraflex cable, two rubber air lines, and the option of a second electrical cable to operate a liftgate or other auxiliary equipment. Available in various lengths and cables, these new assemblies will not only make life easier, but will keep cabs and storage areas much cleaner. 12

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ord Motor Company is offering a variety Fservice of configurations for light duty P&D or vehicles with its new Transit Line.

Ford’s E-series, which have been best sellers since the early 1960’s, will be replaced by the Transit Line, which will be available in three heights, two wheel bases, three lengths, four body styles, and three different engine options. While the Transit is not a new vehicle for Ford, it will be new for North American consumers. David Shuttleworth, the company’s product marketing manager, said, “Transit has almost the same heritage and legacy in Europe as the E-series does here.”

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There are better ways.

Advertise in: tr`kW vwly vIrW dw mYgzIn


Tech Tid Bits


n offering even more technology in its trucks, Peterbilt has announced that the Bendix SmartTire pressure monitoring system is now available on its Model 579 and 567. Keeping tires properly inflated not only reduces tire wear, it offers better fuel economy, increased safety and better handling. Robert Woodall, Peterbilt’s Director of Sales and Marketing, said that, “tires are one of the largest expenses for fleets and the SmartTire TPMS can help reduce this cost, as well as save money through reduced fuel costs, less downtime, and safer operation.” he Cummins Westport ISX12 G natural gas T engine will now power the Peterbilt on-highway Model

579 and vocational Model 567, as well as the 384 and 365. The power house will be mated with Eaton’s UltraShift Plus automated transmission, which features intelligent shift selection software that optimizes performance and efficiency. Not only that, this new transmission will enhance braking performance; thus, the overall package will make it easier for new and veteran drivers by automatically adjusting to grades, weight, and driver throttle commands.

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kimnz vYst port ISX12 G nYcrl gYs ieMjn hux pItriblt Awn fYS hweIvy mwfl 579 Aqy vokySnl mofl 567, 384 Aqy 365 iv`c vI lwieAw jwvygw[ ies pwvr hwaUs nUM eItn dy Altrw iSPt pl`s Awtomytf trWsimSn nwl joiVAw jwvygw[ ies dw lwB ieh hovygw ik ies nwl vDIAw iSPt slYkSn swPtvyAr kwrn qyl dI b`cq hovygI Aqy qwkq vDygI[ iehI nhIN ies nwl brykW dI pwRPOrmYNs vDygI[ ies leI ies swry pYkyz nwl nvyN Aqy purwxy frweIvrW nUM ieh AwswnI ho jwvygI ik cVHweI Aqy Bwr muqwibk ieh Awpxy Awp hI AfjYst kr lvygw[

Engineering has introduced a line of Lrampseum Dockzilla mobile and fixed position loading that will eliminate the construction expense

and hassle of installing a permanent loading dock. These custom alternatives are available in a variety of configurations and are engineered to handle the heavy lifting, whether unloading a regular van or 30-ton bulldozers, says Grant Leum, president of Leum Engineering. Available in Canada and the USA, Dockzilla products offer versatility because they can be relocated to other sites should a business move or a project concludes.

ilaUm ieMjnIAirMg ny fokizlw mobwiel nWA dw ie`k loifMg rYNp bxwieAw hY ijs nwl p`kw loifMg fw`k bxwaux dw Krcw bc jwvygw[ ieh v`K-v`K iksmW ‘c imldy hn Aqy ienHW nwl Bwry qoN Bwrw smwn l`idAw qy lwihAw jw skdw hY[ ieh BwvyN ie`k Awm vYn hovy jW 30 tn dw bulfozr hovy ieh kihxw hY grWt ilaUm dw jo ilaUm ieMjnIirMg dw muKI hY[ fokizlw dw ieh auqpwd AmrIkw qy knyfw ‘c imldw hY Aqy ieh iksy vI QW iljwieAw jw skdw hY Aqy jy koeI pRojYkt Kqm ho jWdw hY jW ibzins hor QW jWdw hY qW ies nUM aus QW iljwxw vI sOKw hY[

Glasvan Great Dane is your full-service trailer dealership offering top-quality Van, Reefer and Stepdeck equipment; backed by full parts, service and repairs.

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2014-02-14 3:0513 PM

There is no such thing as a stupid question

koeI vI svwl ieho ijhw nhIN huMdw ijs nUM byvkUPI vwlw khIey

By G. Ray Gompf


ecently, on a facebook group, REAL CANADIAN TRUCKING, one of the members of the group, a relatively newly licensed driver asked a question but was afraid to ask the question because he didn’t want to allow his inexperience show. His question however was something that absolutely needs to be asked and asked and asked until experience and skill take over. The question? There are apparently two methods for braking while descending a hill, which is the best method to use? Now this is a question for which there are several answers that are correct however as far as our governments go, there is only one. By using the government approved method, if all the conditions are ideal, it’s a beautiful way to safely descend any grade. Of course, there are other situations where the conditions are not so ideal, this government approved method would spell disaster. So for argument sake, let’s describe the two methods. First, the government approved method: Select the proper gear for descending this particular hill – it should be the same gear required to ascend the hill. Now that’s fine if you’ve experienced the ascension of the hill often enough to know exactly what that gear might be. Otherwise, it’s a guess and the only factors you need to consider are your personal fear of dying and your skill at steering without terrifying everyone surrounding you. As your truck gains speed, due to momentum, you stab the brakes for three seconds which will reduced your speed by twenty kilometres per hour, then release the brakes and it will be eight seconds before the truck has built up enough speed to require another three second stab of the brakes to bring the speed down by twenty kilometres per hour. 14

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There is no such thing as a stupid question The theory being that you have almost three times the amount of time with the brakes in cool down mode as opposed to the three seconds of heating up the brakes. This is supposed to prevent brake fade; prevent overheating the brakes to the point where they smoke. When you smoke a brake, there is a danger that you will glaze the brake shoe making it virtually useless ever again. The second method, NOT government approved, is the way we did things in the old days. First you select the appropriate gear as above. Then as you launch into the descent, you apply a slight bit of brake application pressure; just enough to have the brake shoe touch the brake drum, causing a very slight amount of drag. As you require harder braking, you apply more brake application pressure then release as required but never allowing any air between the brake shoe and the brake drum. The theory is it’s oxygen that allows the heat to feed into that which is undesirable, brake fade and smoking and eventually fire. If there’s no oxygen, there’s nothing to feed the fire, so to speak. Can you glaze a set of brake shoes? Yes, with either method. It’s the skill level you develop by understanding the braking system of the truck and use of same over many experiences. The truth be told, both methods have their place. It’s the conditions under which you find yourself that will determine which method you use and sometimes you will find you can use both on the same hill on the same descent. The object of the exercise is to descend the hill safely without causing anyone, yourself included, any discomfort. I will give you a couple of examples that might help you figure out why both methods have their place. I will draw on some real life experience, not on what an engineer may say based on theory and testing. The scene: It’s Sunday afternoon on a busy summer weekend. You are proceeding south on Interstate 77 dropping from Virginia to North Carolina. The hill is called Fancy Gap. It’s a six percent grade for seven miles of winding road, with several “run away ramps” strategically located along the hill. At the bottom of the hill is a rest area, then just past the rest area is a North Carolina DOT scale. Being Sunday afternoon, there is bumper to bumper traffic in both lanes traveling about five miles per hour below the limit. As you descend the hill, you correctly leave adequate safety margin but because of the traffic, your safety margin to the car drivers looks like an invitation to invade this space in front of your heavy vehicle. Often these cars changing lanes in front of you are not leaving you much space, in fact the term “cut off” could apply. You are using the three second brake stab with the eight second release. What would happen in this scenario is you’d be crushing a large number of cars, undoubtedly with some loss of life, whereas if you’d known about and were using the constant application of brakes method, you would be in a much better position to react to the changing conditions as you descend the hill. Using the stab method, you risk overheating the brakes and risking enormous brake fade when you need your brakes most critically. In my experience, both methods work and work well if properly executed. My caveat is you have to learn the various conditions under which you will be operating and use whatever method is most suitable for that particular condition. Practice both methods where you find ideal conditions so you are competent when conditions are less than ideal. Safety is the highest priority. Then you have to consider appearing to the lay drivers out there who think they know everything. Then you have to consider your equipment and not doing damage especially the hidden damage. You can never tell you have glazed brake shoes. The brake shoes can look like there is lots of life left but if those shoes are glazed over, they are virtually useless. You can tell by the smell of the brake shoes if they’ve been overheated beyond reason, and if there’s a JULY / AUGUST 2014

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There is no such thing as a stupid question strong odor of burn to them chances are they should be inspected at a deeper level to determine the brake shoe fitness. Often a mechanic can tell if your brakes are glazed or not without pulling the wheel but mechanics are not infallible and don’t have to accept the responsibility when government inspectors put you out of service on a brake inspection. It’s not just about whether the brakes are properly adjusted or not. Every June across North America, authorities have a heightened sense of inspection because of well broadcast safety blitzes. I’m not a proponent of blitzes, because the bad guys out there can simply go home for the blitz period and never get to be inspected whereas, if authorities were doing regular inspections constantly, then the level of compliance would be greater, but then what do I know. To the government, it’s not about safety, it’s about making the general public believe that the big bad trucks are being called to notice. Governments use the safety flag pole for everything whether it’s safety related or not. The safety flag pole is the most overused in the world and we must learn to separate that which is truly a safety message and that which has another agenda that wouldn’t fly without the use of the safety flag pole. In the case of using brakes, use the method that is going to be most effective for you in this particular instance, but make sure you know what the government wants you to know and use only that method when being tested.

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Federal US Court Rules Against Independent Contractor Status Once again, a major court in North America has concluded that independent contractors be considered employees due to the amount of control the carrier exhibited over the drivers’ day-to-day work. According to CCJ magazine, the 9th Circuit U.S. Court of Appeals in San Francisco overturned an August 2012 ruling by a lower

court that held the drivers of Georgia-based Affinity Logistics were independent contractors. An Affinity driver sued the carrier in 2009 16

claiming he and others were misclassified, causing them to not receive sick leave, vacation, holidays or severance wages. While a lower court disagreed, the appeals court’s ruling stemmed from several factors about the relationship between Affinity and the drivers, chief among them being Affinity’s ability to control “details of the drivers’ work,” which the court said meant controlling their rates, schedules and routes, along with their equipment, their appearance and clothing, and requiring them to report to the carrier’s warehouse each morning and afternoon. The case is not unique as various courts and labour commissions and tribunals in North America have all cracked down on employers who exercise a certain degrees of control over contractors. The court also heard how the independent drivers had to sign an “Independent Truck-

man’s Agreement” — one-year contracts that renewed automatically each year, but could be terminated without cause – and a “Equipment Lease Agreement,” which requiring drivers to lease trucks from the company and automatically have pay deducted to pay for the lease, reports CCJ. The trucks were required to be painted white, and had Affinity’s name on the door. The company handled upkeep of the trucks, but deducted repair costs from drivers’ checks. Drivers were also asked to leave their trucks keys overnight and on weekends so other drivers could use the equipment. Affinity also provided drivers phones (and deducted the costs) made drivers adhere to a procedures manual, which outlined requirements for loading and unloading, dealing with customers, reporting to the office and more. Drivers were required to work five to seven days a week and were required to request off time several weeks in advance — requests the company had the power to deny. Additionally, drivers were required to report each morning for meetings, pay for and wear uniforms issued by Affinity. JULY / AUGUST 2014

Desi News

Battle Against Cargo Crime Picks Up Steam The Ontario Trucking Association’s campaign to extinguish cargo crime continued this week as the group held a to update a landmark 2011 report on Canadian cargo crime. The event was kicked off by providing attendees with an update on the Canadian Trucking Alliance’s report, Cargo Crime in Canada, recapping the recommendations of that 2011 report while summarizing what progress has been made over the past four years. The update – commissioned by OTA and conducted by Bob Goodall, a former cop and head of the Decurion Group – reads as a report card of sorts for the trucking industry. OTA also arranged for three carriers to have a threat assessment completed by Decurion. All three carriers over the past years have fallen victim to cargo crime in its various forms and spoke first-hand about how criminals where able to get around their security systems. This portion of the event, which served to show how even the most diligent of carriers can be vulnerable to professional thieves, was identified by attendees as one of the highlights of the event. The day also included presentations and panel discussions from the insurance industry, including IBC, as well as law enforcement specializing in cargo crime in Peel, North York and the Ottawa area. In addition, there were also presentations from event sponsors providing services to help carriers protect themselves. The latest cargo crime event follows up the enormously successful Project Momentum workshop last fall, the first of a series of initiatives to raise awareness and share mitigation strategies on the growing threat of cargo crime in the high-risk corridor along Highway 401. OTA plans to use the momentum of these events to keep the pressure on government and law enforcement on this issue.

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Don’t Just Drive, Know your Truck

By G. Ray Gompf

kyvl frweIv hI nw kro, tr`k bwry vI jwxo


ver the years, the trucking industry has changed in its human resources. In the day, truckers were sons of truckers and the teamster mentality was in the blood. I’m not talking about the teamster union, I’m talking about the roots of trucking where horses were the motive power. As the industry moved from horses to engine powered units, those inside the operational part of the industry were inculcated into the industry. They simply learned by osmosis all those things necessary to operate their vehicles safely. Today, instead of innate knowledge handed down from one generation to the next; government regulation and limited knowledge of the equipment have replaced the common sense that was part and parcel of the industry. We really need to get back to that common sense and I certainly don’t mean to say that in a disparaging manner. Technology has pretty much replaced the requirement for drivers to have to know their trucks as intimately as before but what happens when the technology fails? Shouldn’t we as drivers know as much as we can about our vehicles? Shouldn’t we have enough knowledge of the various systems of the vehicle at least in order to narrow down to a couple of issues what might be wrong with your vehicle, whether you own it or whether you drive it for some other owner? Shouldn’t we have this innate knowledge to have the faith of our dispatchers to be able to trust our opinions when we say something is wrong and needs to be fixed? The answers to all these questions is simple. Absolutely. But how in today’s world, where we don’t grow up to follow in our father’s footsteps having absorbed his accrued knowledge, do we get such knowledge. As a commercial driver in today’s world, we’re not just steering wheel holders and gear shifters, in fact that’s but a miniscule part of the job. In today’s world, we need to have an intimate knowledge of the rules and regulations for 62 individual states and provinces plus the two national rules and regulations. We need to be more than just a little cognizant of rules for the movement of hazardous materials/dangerous goods. We need to be conscious of the “feelings” of the general public with whom we need to share the road. We need to understand the general driving public are considerably less skilled than are we, but they feel they have a superior skill level to mere truck drivers. After all, in their minds truck drivers are only truck drivers because they can’t do anything else. They seem to have this feeling that truck drivers are something slightly on the topside of useless. Seriously, though, we absolutely must know much more about the workings of our trucks 18

smW bIqx nwl tr`k ieMfstrI iv`c vI ihaUmn rIsorsz iv`c qbdIlI Aw geI hY[ie`k smW sI jd tr`kW vwilAW dy p`uqr hI tr`k vwly huMdy sn Aqy ie`k jutqw mwdw aunW dy KUn iv`c hI huMdw sI[auh pIVHI dr pIVHI ieMfstrI iv`c Swml huNMdy rihMdy sn Aqy hOlI hOlI auh s`B kuJ is`K lYNdy sn jo vhIkl dI mSIn ƒ sy&lI clwaux leI zrUrI huMdw sI[ A`j ie`k pIVHI qoN dUjI pIVHI ƒ jwx vwly igAwn Aqy auh kwmn sYns jo ies ieMfstrI dw Ain`KVvW AMg huMdI sI, dI QW srkwrI kƒnW Aqy sIimq igAwn ny lY leI hY[ipCly smyN iv`c tr`k bwry jo igAwn frweIvr ƒ r`Kxw pYNdw sI, dI QW hux qknwlojI ny lY leI hY[pr kI huMdw hY jd qknwlojI &yl ho jWdI hY? kI swƒ frweIvrz ƒ Awpxy vhIkl bwry v`D qoN v`D jwxkwrI nhIN r`KxI cwhIdI? kI swƒ vhIkl dy v`K v`K isstmz dw kwPI igAwn nhIN hoxw cwhIdw? BWvyN AsIN Awpxw jW iksy hor mwlk dw vhIkl clw rhy hW qW kI ies jwxkwrI nwl kuJ rukwvtW G`t nhIN ho skdIAW? kI swfw ieh igAwn ifspYcrz dw swfy iv`c ivSvwS nhIN vDweygw ? auprokq swry pRSnW dw au~qr ie`k hY’zrUr’[ pr Ajoky smyN iv`c jdoN AsIN ipqwpurKI igAwn qoN vWjy hW qW kI AsIN auh muhwrq pRwpq kr skdy hW? kmrSIAl frweIvr dy qOr qy A`j AsIN kyvl stIAirMg vhIl pkVn vwly jW gIAr bdlx vwly hI nhIN hW, ieh qW ies ik`qy dw ie`k Cotw ijhw ih`sw hY[A`j loV hY frweIvr ƒ 62 rwjW dy kwiedy kƒnW dw Aqy do rwStrW dy kwiedy kƒnW dw fUMGw igAwn r`Kx dI[ swƒ Awm lokW jo swfy nwl sVkW SyAr krdy hn dIAW BwvnwvW bwry cyqMn hox dI loV hY[swƒ smJx dI loV hY ik frweIv kr rhy Awm JULY / AUGUST 2014

Don’t Just Drive, Know your Truck than we do. First of all, because the government requires us to do a “circle check” and check on all matters mechanical even though we have no training in all the workings on the mechanical side. Basically, during the circle check, most drivers are just able to identify the part or the piece they are supposed to examine. It’s really a lot more involved that just identifying the part or piece. It’s determining if that part is sufficiently healthy to make this particular trip or should it be replaced for safety reasons. Things like brakes, we are supposed to be able to recognize just by looking at things if there is adjustments required and in most jurisdictions, except Ontario, to make those adjustments. In Ontario, we need to recognize the problem then find someone qualified to make the adjustments. Speaking of brakes. There is a brake issue that’s starting to come to the fore that needs much more of our attention than has previously been thought. I speak of the treadle valve corrosion problem. Essentially, because of our northern climate and the use of salt to control snow and ice, we tend to track into our trucks corrosive materials that will corrode the brake treadle valve and the pivot point of our brake pedal. If we don’t stay on top of the condition of this valve and pivot point, there is a risk of the corrosion causing the valve to fail at a most critical time when it is most mandatory to apply the brakes. This should be a critical part of the circle check and we should recognize when there is too much corrosion to proceed safely. Another part of that critically important part of the braking system is the air component. The lines must be free of moisture especially in the colder weather. Ice crystals inside the air supply system could and does cause brake failure. A little methyl hydrate occasionally in the air lines usually takes care of the problem however methyl hydrate can and does dry the parts and piece out to the point where flexible parts of the system can wear out, more quickly than normal. Another braking issue can happen during this temperature range between freezing temperature of water and where salt doesn’t work at preventing water solidification. What happens is there is standing water and you must drive through it, yet the temperature is such that the water that collects between the brakes shoes and the brake drums will freeze once you’ve passed by the puddle. If you happen to stop before the brakes are dried out then the wheels will lock up and often the ice will not be broken simply by moving. This is where you have to get out with some heat, a propane torch, and warm the brake drums before you can move. It’s a process. What you also should have done that may have solved the problem before it started was as you see the standing water approaching, apply about three or four pounds of brake application, just enough to cause some drag, and continue with the slight brake application as you drive through the water and for a few seconds after. This will cause the drums to heat up and evaporate the water that will cause you grief otherwise. Another issue that is critical for drivers. In today’s economy there is an underlying need to skimp and save on parts and pieces that may not be up to specifications yet are used to make repairs. I have this saying “buying cheap to save money is like stopping the clock to save time”. There ARE places where buying cheap to save money isn’t all that critical and there are places where buying cheap can cause catastrophic problems. Usually, anything on the truck or trailer where critical parts are bought cheap, there will be a problem. Anywhere on the braking systems cheap is not the way to go. Anywhere on the driveline, cheap is not the way to go. Anywhere on the suspension system, cheap is not the way to go. This is where original equipment parts must be used. Don’t be the astronaut sitting in the prelaunch shuttle saying “how does it feel to be going into space in the product of the lowest possible tenderer”? The point is, it’s your life driver, do you want to risk it on parts or pieces that are not up to the standard the engineers who built the truck or the trailer meant it to be? Do you want to risk the lives of the general public who may be sharing the same road as you when it fails? JULY / AUGUST 2014

lok swfy nwloN G`t siklf huMdy hn pr aunHW dI soc iesdy ault huMdI hY[tr`k frweIvrW bwry aunHW dw nzrIAw G`tIAw huMdw hY[ AsIN Awpxy tr`k bwry ijMnW jwxdy hW nwloN ikqy v`D jwxkwrI dI swƒ loV huMdI hY[BwvyN AsIN mkYnIkl p`K qy koeI tRyinMg nhIN leI huMdI pr inXm mMg krdy hn ik AsIN “srkl cY~k” krIey ijs iv`c mkYnIkl p`K vI Swml hovy[Awm qOr qy “srkl cY~k” smyN frweIvr loVINdy ih`sy purzy ƒ hI vyKdy hn ik kI auh kMm kr irhw hY[pr loV ies qoN v`D huMdI hY Aqy ieh prKxW vI zrUrI hY ik aus kl-purzy dI kMfISn kI hY Aqy kI tir`p TIk Twk lMG jwvygw jWkI sur`iKAw p`KoN kl-purzw bdl lYxw cwhIdw hY? bryks dI g`l krdy hW[ieh AYsw ieSU hY ijs v`l bhuq vDyry iDAwn dyx dI loV hY[sB qoN pihlW trYfl vwlv dI g`l krIey[ikauNik AsIN au~qrI Kyqr vwly jlvwXU Aqy lUx nwl br& ƒ kMtrol krn vwly Kyqr iv`c cldy hW ies leI swfy tr`k iv`c AYsy pdwrQ vV jWdy hn jo bryk pYfl dy vwlv ƒ (jo swfy bryk pYfl dw mu`K Durw hY) gwl idMdy hn[hux soco ik AYsy vkq qy jdoN bryk dI AiqAMq loV hovy pr bryk dw trYfl vwlv PylH ho jwvy qW kI hovygw? bryikMg isstm dw ie`k hor mh`qvpUrn ih`sw eyAr kMponYNt hY[Kws kr TMfy mOsm iv`c hvw dIAW nwlIAW iv`c mwiescr nhIN hoxw cwhIdw[eyAr splweI isstm dy AMdrly br& dy kx bryk PylH kr skdy hn[ jykr qwpmwn jmwE drzy qoN Q`ly hY Aqy nmk pwxI ƒ Tos hox qoN rokx iv`c Asmr`Q hY qW brykW dI ie`k hor sm`isAw pYNdw ho skdI hY[huMdw ieh hY ik jdoN quhwƒ KVHy pwxI iv`coN mn&I qwpmwn iv`c lMGxw jrUrI ho jWdw hY qW bryk SUz Aqy bryk frMmz ivclw pwxI quhwfy lMGx swr jMm jwvygw[jy quhwƒ bryks dy su`k jwx qoN pihlW rukxw pY igAw qW phIey lwk-A`p ho jwxgy Aqy bryk frMmz iksy nw iksy qrHW grm krky brP ƒ ipGlwauxw pvygw[AjyhI sm`isAw auqpn hox qoN pihlW qusIN ie`k hor kMm kr skdy ho[jdoN qusIN dyKo ik KVw pwxI nyVy Aw igAw hY qW lgBg iqMn jW cwr pONf bryk dbwE Aqy ijMnW icr swrw pwxI lMG nw jwvo ieh mmUlI bryk lgweI r`Ko[ies nwl bryk frMmz grm rihxgy Aqy pwxI ƒ sukweI jwxgy[ frweIvrz vwsqy ie`k hor nukqw bhuq mh`qvpUrn hY[Awm qOr qy AsIN koeI vI rIpyAr krvwaux l`igAw b`cq v`l vDyry Jukw r`Kdy hW Aqy auh kl-purzy vrqdy hW jo ssqy hox BwvyN auh inrDwrq spYsIPIkySnz dy nw vI hox[mYN smJdw hW “pYsy bcwaux leI ssqw KrIdxw ausy qrW hY ijvyN smW bcwaux leI klwk ƒ rok dyxw”[ keI QwvW qy pYsy bcwaux leI ssqw KrIdxw bhuqw nukswn dwiek nhIN huMdw pr keI QwvW qy ssqw KrIdxw quhwfy leI Aw&q ilAw skdw hY[ Awm qOr qy tr`k-trylr dy mh`qvpUrn purzy ssqy KrIdx nwl sm`isAwvW AwauNdIAW hI hn[KrIdx vyly purzy dI mh`qw dw iDAwn r`Ko[bryk isstm leI kuJ vI ssqw KrIdxw isAwxp nhIN hY[ieh auh Kyqr hY ij`Qy kyvl Eirjnl purzy hI vrqy jwx[mihMgw rovy ie`k vwr qy ssqw rovy bwr bwr[ frweIvrz dy Awpxy jIvn dw svwl hY[kI qusIN stYNfrf kl purzy nw KrId ky ies ƒ dwA qy lwauxw cwhuMdy ho ? kI qusIN auhnW lokW dw jIvn Kqry iv`c pwauxw cwhuMdy ho jo quhwfy nwl sVk SyAr kr rhy hn? 19

Trucking with


To Own A Trailer Or Not

Awpxw tRylr leIey jW nw


railers are a huge component in the trucking industry. Without a trailer, there’s nothing to haul, so one should weigh in on the advantages and disadvantages of owning their own trailer. From the owner operator perspective, having their own trailer can increase their revenues. With the drivers I deal with, I see between 8-12% being cut from their gross revenue when they don’t have their own trailer. In these cases they are renting from the company they work for. Sometimes they rent from an outside rental company. Whomever they rent from, the cost is usually much higher than if they own. When I do trailer leases for owner operators, the payment is much lower than the rental, and they end up putting money in their pockets. For example an owner operator grossing $25,000 a month is being deducted 10% for trailer rent and paying $2500 a month for trailer rent. If they lease their own trailer, the monthly payment may end up around the $1200, which is much lower than rent, depending on the trailer they’re hauling. The owner operator must pay for their own trailer insurance and maintenance. They must be careful when choosing a trailer. The trailer must match to the truck they’re using. For example, a 40 rear truck should not be hauling a b train flat deck. They should have a super 40 or a 46 rear end truck. The trailer should be aerodynamic as well to the truck, to increase fuel savings, and possibly have extra items added to the truck or trailer, such as under tray systems for CARB (California Air Resources Board) compliance. The material the trailer is made of, and the weight of it is also a factor. The wrong trailer could end up with bad consequences for the driver. A trailer that is too specialized may have only seasonal work and can become restrictive. A trailer that is too old if buying used, could end up being useless for example in California if it doesn’t meet emissions testing requirements and minimum age requirements. Maintaining your own trailer is an advantage for safety regulations. Pre-delivery inspections must be done regardless of whose trailer you have, but knowing the work done and up to date maintenance can help the owner operator avoid safety violations. A - Pash Brar B.A. Pash is a mobile leasing representative with Auto One Leasing LP in Vancouver. She has a banking, collections and accounting background. She specializes in importing vehicles and trailers from the USA.


tr`ikMg ieMfstrI ‘c tRylr ie`k Kws ih`sw hY[ jy tRylr nw hovy qW cIzW dI FoAw FuAweI ikvyN hovy? ies leI ies g`l dw inqwrw krnw cwhIdw hY ik tRylr r`Kx dy Pwiedy hn jW nukswn[ jy qW Enr Awprytr dy idRStIkon nwL vyKIey qW jy Awpxw tRylr hovygw qW ies nwL vDyry lwB hovygw[ijnHW frweIvrW nwl myrw vwh ipAw hY jy aunHW kol Awpxw tRylr nhIN hY qW aunHW dI Awmdn ‘c 8-12% dw Gwtw pY jWdw hY[ ienHW hwlwq ‘c auh ijs kMpnI nwL kMm krdy hn aus qoN ikrwey ‘qy lYNdy hn[ keI vwr auh iksy bwhrlI rYNtl kMpnI qoN ikrwey ‘qy vI lY lYNdy hn[pr ijs qoN vI lYx ies dw ikrwieAw aus qoN ikqy izAwdw huMdw hY jy ikDry Awpxw hovy[ jdoN mYN Enr Awprytr leI tRylr lIz krdw hW qW rYNtl vwilAW nwloN aunHW dI kImq ikqy G`t huMdI hY[ ies qrHW aunHW nUM b`cq huMdI hY[ imswl vjoN jy koeI Enr Awprytr 25,000 fwlr mhIny dw k`ul kmwauNdw hY qW ausdw 10% tRylr dy rYNt dw k`t ho jWdw hY jwxI ik auh tRylr dw 2500 fwlr mhIny dw ikrwieAw idMdw hY[ jy auh Awpxw tRylr lIz krdy hn qW aunHW nUM mhIny dw 1200 fwlr dyxw pYNdw hY[ikMnw Prk hoieAw[ Enr Awprytr nUM Awpxy tRylr dw ieMSUrYNs Aqy muq Awid dw Krc Awpxy koloN dyxw pYNdw hY [ ies leI jdoN auh tRylr dI cox krdy hn qW aunHW nUM ies dw Kws iKAwl r`Kxw cwhIdw hY[ ieh tRylr ijhVw tr`k aunHW kol hY aus dy Anuswr hI hoxw cwhIdw hY[imswl vjoN 40 rIAr tr`k leI bI tryn PlYt fY`k dI loV nhIN[ienHW leI supr 40 jW 46 rIAr AYNf tr`k dI loV hY[ tRylr tr`k Anuswr eyArofYnwimk hoxw cwhIdw hY qW ik qyl dI b`cq ho sky Aqy ies nwL tr`k jW tRylr nwL hor AweItmW vI lweIAW jw skdIAW hn[imswl vjoN kwrb( kYlIPornIAw eyAr irsorsz borf) dy inXm pUrqI leI AMfr tryA isstm[ie`k g`l hor vI hY iesdw vI Prk pYNdw hY ik tRylr iks mYtIrIAl dw bixAw hoieAw hY Aqy ies dw Bwr ikMnw hY[ jy ikqy mwVw trylr p`ly pY jwvy qW frweIvr leI musIbq KVH jWdI hY[ ijhVw tRylr bhuq hI Kws iksm dw hovy auh sIznl kMm dw hox krky Kws smyN hI vriqAw jw skdw hY[ jy tRylr bhuq purwxw hovy Aqy auh AimSn dIAW SrqW pUrIAW nhIN krdw Aqy aus dI inrDwrq aumr vI v`D hY qW imswl vjoN kYlIPornIAw ‘c vrqx leI nkwrw vI ho skdw hY [jy qusI Awpxy tRylr dI Awp sWB sMBwl krdy ho qW syPtI rYgUlySn ‘c ies dw vI Pwiedw ho skdw hY[tRylr ijhVw mrzI hovy quhwnUM pRI filvrI ieMspYkSn zrUr kr lYxI cwhIdI hY[pr jy ieh pqw hovy ik ikhVw kMm hoieAw hY Aqy ies dI hux q`k dI pUrI sWB sMBwl ho geI hY qW ies nwL vI Enr Awprytr syPtI vwieElySn qoN bc skdw hY[ purI qrHW sWB sMBwl kIqy hoey tRylr dI aumr 10 swl qoN vI v`D ho skdI hY[ JULY / AUGUST 2014

What is Your Credit Score?



Desi News well maintained trailer can have a lifespan of well over 10 years. Being part of a trailer pool can increase your drops and speed. If you have your own trailer, you could wait for hours to be loaded and unloaded, whereas if you’re part of the pool, you drop your trailer and hook to another and go with little wait. From the trucking company owner perspective, some like to rent trailers to their lease operators and company drivers, some do not. I asked trucking company owners for their opinion. While renting to owner operators does bring in profits for the company, some don’t want the headache and maintenance that comes with it. I had a client who got two brand new trailers, and one of the owner operators renting one smashed the side of it causing $3000 in damage when it was less than a week old. The company was furious for obvious reasons. It’s nice to generate the extra revenues and some trucking companies have a side business of leasing their trailers to owner operators for profit. The companies that don’t like dealing with the damage and maintenance to the equipment, encourage the owner operators to purchase their own trailers. I often see an unfortunate side of trailer purchases. Sometimes trucking companies want to control their owner operators and have them to continue to rent the company trailers from them. They want to keep their own increased revenue stream from renting the trailers, which is understandable. But they try to do so by preventing the owner operators from purchasing their own trailers. These situations can often end badly. The owner operator may purchase the trailer without their employer knowing, and as soon as it arrives, they quit and go work for someone else. I have encountered this situation numerous times. Everyone wants to make a profit with a trailer purchase. Sometimes it’s the trucking company, and sometimes it’s the owner operator. But there are advantages and disadvantages to either party. Weigh out the reasons for making a purchase to see if it will be profitable for you. Make sure the purchase is the right one for your needs, check regulations, especially if driving through California, to make sure compliance is being met, and ask your local trailer dealership lots of questions before making your final decision to purchase or not.

jy koeI tRylr pUl ‘c Swml hY qW ausdy frOp Aqy spIf ‘c vwDw ho jWdw hY[ jy quhwfw Awpxw tRylr hY qW quhwnMU lof jW Anlof krn leI keI vwr GMitAW b`DI aufIk krnI pY skdI hY dUjy bMny jy qusIN pUl ‘c Swml ho qW qusIN Awpxw tRylr frOp krky dUjw tRylr hu`k kr lYNdy ho Aqy ies qrHW quhwnUM aufIk nhIN krnI pYNdI[ jy tr`ikMg kMpnI Enr dy nzrIey qoN vyKIey keI lIz EprytrW nUM tRylr rYNt krny TIk smJdy hn Aqy keI nhIN[mYN tr`ikMg kMpnI vwilAW qoN aunHW dI rwey leI[ ies Anuswr jy qW Enr Eprytr nUM rYNt kIqw jWdw hY qW ies nwL kMpnI nUM lwB huMdw hY, pr keI ies qrHW dI isrdrdI mu`l nhIN lYxw cwhuMdy Aqy nw hI aus t`ut B`j dI murMmq jo ies qrHW krn nwL huMdI hY[ myrw ie`k klWieMt hY ijhdy do nvyN tRylr hn[ ies ‘coN ie`k ijhVw ie`k Enr Eprytr ny ilAw sI ausdw ie`k pwsw BMn id`qw Aqy ies ‘qy 3,000 fwlr dw Krcw AwieAw jdoN ik ieh nvW hI sI Aqy Ajy ie`k hPqw pihlW hI ilAw sI[ies tr`ikMg kMpnI dw Enr EprytrW nuUM tRylr lIz krn dw sweIf ibzns sI[auh kMpnIAW ijhVIAW tRylrW dI B`j tu`t Aqy sWB sMBwl nhIN krdIAW auh sdw hI Enr EprytrW nUM ieh slwh Aqy h`lwSyrI idMdIAW hn ik auh Awpxy tRylr KRIdx[ pr mYN bhuq vwrI tRylr KRIdx dw mwVw p`K hI vyiKAw hY[ keI tr`k kMpnIAW Awpxy Enr AwprytRW nUM Awp hI kMtrol krdIAW hn Aqy aunHW tr`k mwlkW dI mzbUrI huMdI hY ik aunHW nUM aus kMpnI qoN hI tRylr rYNt ‘qy lYxy pYNdy hn[ ies qrHW auh tRylr rYNt ‘qy dy ky AwpxI Awmdn cwlU r`Kxw cwhuMdy hn[ ies leI ieh g`l sihjy hI smJ AwauNdI hY[pr ies qrHW krdy smyN auh Enr EprytrW nUM Awpxw tRylr lYx qoN rokdIAW hn[pr ies qrHW dI hwlq dw AMq cMgw nhIN[ Enr Awprytr v`loN Awpxw tRylr KRId lYx qoN bwAd aus AYNplwier kol kMm C`fxw pYNdw hY Aqy iksy hor kol krnw pYNdw hY[ mYnUM ies qrHW dI hwlq dw keI vwr swhmxw krnw ipAw hY[ hr koeI cwhuMdw hY ik auh tRylr KRId ky Pwiedw lvy[keI vwr qW ies qrHW krn vwlI tr`ikMg kMpnI huMdI hY Aqy keI vwr Enr Eprytr[dovW nUM ies dy Pwiedy Aqy nukswn vI huMdy hn[pr ies qrHW dI KRId krn smyN nukswn Aqy Pwiedy dovyN dyKxy cwhIdy hn[ hr hwlq ‘c ieh zrUr zkInI bxw lYxw cwhIdw hY ik kI ies qrHW dI KRId quhwfIAW loVW Anuswr TIk hY[ rYgUlySn vI cY`k kr lYxy cwhIdy hn[ ^ws krky jdoN qusIN kYlIPornIAw ‘c jWdy hovo qW ieh dyK lE ik ieh au`Qy dIAW SrqW pUrIAW krdw hY[ KRId krn qoN pihlW lokl tRylr fIlriSp nUM ieho ijhy svwl cMgI qrHW pu`Cxy cwhIdy hn[

ATA Seeks Applications for LEAD ATA Program American Trucking Associations announced it was seeking applications for the second class of its LEAD ATA executive leadership program. “Since being unveiled last year, LEAD ATA has already begun to mold and shape our industry’s next wave of leaders,” ATA President and CEO Bill Graves said. “Now it is time for a new group of ambitious industry leaders to step forward and join them.” The LEAD ATA program, sponsored by PeopleNet, will provide exclusive educational opportunities designed to highlight 22

how the regulatory and legislative process affects the trucking industry and the important role ATA plays in shaping both, as well as demonstrating the many tools available to industry executives through ATA. Each year, a new class will be accepted into LEAD ATA to cultivate the federation’s future ATA leaders. “PeopleNet is proud to not only sponsor, but have the opportunity to participate, in the distinguished LEAD ATA program for the second year in a row,” said PeopleNet President Brian McLaughlin. “Having the opportunity to meet and work with

these aspiring young executives is truly exciting and we are anxious to meet the 2015 LEAD ATA class members.” “LEAD ATA is a great opportunity to get involved and shape the future of the trucking industry,” said ATA vice chairman Kevin Burch, and president of Jet Express, Inc., Dayton, Ohio. “The inaugural class of LEAD ATA has jumped into issues that will affect the next generation of trucking. They are an impressive and passionate group and I’m proud to have them involved - and lead - the future of our industry.” Burch added. JULY / AUGUST 2014

Desi News

Value of Truck Cargo Thefts Skyrockets in US The number of truck cargo thefts in the U.S. declined by about 11 percent last quarter but the value of each heist has increased dramatically – by 89% — according to a new report from the logistics security services provider FreightWatch International. Electronics was the product type most often stolen, reports the firm – comprising 19% of all incidents. Products targeted in this category include televisions, mobile phones and mixed consumer electronics. The food/drinks industry experienced 16% of the total thefts, mainly consisting

of meats, packaged foods and carbonated drinks. Eleven percent of all incidents were in the home/garden product type, including appliances, home décor items and cleaning supplies. Florida experienced the most thefts (25%), followed by California, Texas and Georgia. Of the incidents in which a location type was recorded, unsecured parking was the most common by far – 87% of the total. The pharmaceuticals sector had the highest average loss value this quarter at

$5.6 million. Clothing/shoes, averaged $540,218 in losses. Electronics followed, with an average loss value of $425,420.

AmrIkw ‘c tr`kW ‘coN corI hox vwly nukswn ‘c byqhwSw vwDw Pryt vwc ieMtrnYSnl v`loN jwrI kIqI ie`k irport Anuswr AmrIkw ‘c BwVy vwly tr`kW ‘coN hox vwlIAW corIAW dI igxqI ipClI swlwnw iqmwhI nwloN 11 pRqISq GtI hyY pr ies dy ault corI kIqIAW jwx vwlIAW vsqW dI kImq pihlW nwloN 89% vDI hY[ ies Prm Anuswr sB qoN v`D corI hox vwlIAW vsqW ‘c ielYktROinks vsqW hn,ijhVIAW swrIAW vwrdwqW dw 19% ih`sw hn[ ijnHW vsqW dI sB qoN v`D corI kIqI jWdI hY aunHW ‘c tYlIivXn, mobwiel Ponz

hor vrqx vwlIAW ielYktROink vsqW hn[ ij`QoN q`k PUf/ifRMks ieMfstrI dw sbMD hY ieh igxqI corI vsqW dw 16% hY[ies ‘c vDyry mIt, pYkyj kIqI PUf Aqy kwrbonytf ifRMks hn[ 11% auh vsqW hn ijhnW dI vrqoN hom, gwrfn ‘c kIqI jWdI hY jW ijnHW ‘c hom AplwieMsz, sjwvt vwlIAW vsqW jW klIinMg mYtIrIAl hY[ ies qrHW dIAW sB qoN v`D corIAW Bwv 25% PlorIfw ‘c hoeIAW Aqy kYlIPornIAw, tYkswz Aqy jwrjIAw dw kRmvwr dUjw, qIjw

Aqy cOQw sQwn hY[ ijhVIAW QwvW ‘qy v`D corIAW irkwrf kIqIAW geIAW aunHW ‘coN bhuqIAW Bwv 87% au`Qy hoeIAW ij`Qy pwrikMg sur`iKAq nhIN sI[ sB qoN v`D ijs Kyqr dw nukswn hoieAw auh hY mYfIkl vsqW jW dvweIAW dw [ ies iqmwhI ‘c hI ieh nukswn 5.6 imlIAn dw d`isAw jWdw hY[k`pVy ju`qIAW Awid dw $ 540,218 dw Aqy ies qoN bwAd hY ibjleI smwn ijsdw AMdwzw $ 425,420 lwieAw igAw hY[

How Technology Can Improve Truck Drivers’ Work Lives Demand for in-cab technology is expected to grow significantly as fleets look for new ways to recruit and retain drivers by reducing paperwork burdens, making their lives more comfortable and keeping them in touch with family. “Giving truck drivers the ability to work with the technology that they use and are used to seeing in their everyday life while on the job shows an investment in the individual to help them perform their role … and shows an awareness of what technology can do to help move the [trucking] business forward,” Pol Sweeney, chief technology officer for Airclic, told Fleet Owner magazine. “A driver will also be a lot more receptive to tracking orders, signature captures, reconciliations of returns, etc., on a mobile device than maintaining a paper manifest— a practice that today’s tech-savvy workforce will not have the patience for,” he added. Sweeney told Fleet Owner that currently only about 17% of the driver populaJULY / AUGUST 2014

tion is under 35 and one possible way to entice younger drivers to join the industry is to provide them with the same handheld experience that they have in their personal lives.

tially significant cost savings opportunity for fleets. “The elimination of paper and manual processes from the supply chain lend themselves to significant savings opportunities,

“Younger drivers … don’t expect to read information off of and maintain a paper manifest,” Sweeney said. “That’s why the ‘consumerization of technology’ is catching up with trucking.” At the same time, there’s also a poten-

with companies citing their ROI [return on investment] achievement through improved order accuracy, reduced costs related to paper and paper processing and an improved revenue flow through ‘clean’ invoicing,” he explained. 23

Understanding Torsional Vibrations

Understanding Torsional Vibrations…

- Ken Cooke


he basic function of the clutch on modern heavy-duty diesel engines is to stop torsional vibrations from reaching the transmission and other drivetrain components. In fact 90% of the clutches work cycle is dampening vibrations from the engine to the driveline. This is accomplished with spring dampers in the clutch disc. These coil springs compress with the application of torque and transmit force to the spring covers which are attached to the disc hub, thus transferring vibration free torque to the transmission input shaft. There are three basic categories of torsional rates for clutch dampers: rigid, standard and soft damper. Rigid Dampers have no springs and act as a direct link from the engine to the transmission providing no protection against torsional vibration. Rigid clutch discs are never used in new OEM applications. Standard Dampers include all 10-spring and most 8-spring types. The springs used in these dampers are approximately 1.5” long and do not offer a large amount of protection. While these dampers were completely adequate for most heavy-duty applications several years ago, they are generally incapable of reducing the engine flywheel vibrations developed with modern slow speed electronically fueled engines. The use of standard dampers in heavy duty applications has virtually ceased in modern OEM applications. The trend is to use more capable soft-rate dampers. Soft-Rate Dampers such as those found on Eaton’s new 7-spring Advantage Series® heavy-duty clutches, offer much better protection against engine flywheel induced torsional vibrations. Their springs are generally longer than springs used in standard rate dampers and offer more deflection before coil lock occurs. This larger spring deflection is equated to lower torsional spring rate. With lower torsional rate, the resonant frequency of the complete drivetrain is lowered. Advantage Series® clutches offer the performance, reliability and protection you need to stay productive and profitable. These

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new industry leading clutches offer advanced features like a new bearing housing design, longer lube intervals, a protected internal adjustment mechanism with a full-round contamination baffle and square adjusting ring threads that reduce the risk of sticking and seizure. Advantage clutches also come with a 2 year warranty backed by the Roadranger® support network. Conclusion - Older style 10-spring clutches are not capable of dampening the damaging torsional vibrations on modern electronic engines. When peak engine torque exceeds the damper capacity, the driveline will be abused. This abuse will cause faster wear and potentially damage your transmission, driveline and differentials. Since damper capacity is a product of the springs, changing the number and type of springs changes the stiffness of the entire system. Maximum drivetrain component life can be achieved by using a clutch that was designed and engineered for your engine. When you need to replace your clutch, phone Coastline Transmission and Differentials at 604-533-4651 and ask us for a quote to install a new Advantage Series genuine Eaton 7-spring clutch.

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Truckers Applaud Agreement to Resume In-transit Truck Shipments Through US The Canadian Trucking Alliance (CTA) says an agreement between the Canada Border Services Agency (CBSA) and US Customs and Border Protection (CBP) is a big step towards realizing one of the key outcomes of the Beyond the Border (BTB) Action Plan – the restoration of carriers’ ability to conduct in-transit movements of Canadian domestic shipments through the United States. It was revealed earlier this week the two agencies had reached a harmonization agreement on the data required for domestic goods transiting through the other country. Under the Action Plan, the two countries agreed to develop by June 2012 “common sets of data elements required for … domestic shipments which transit through the other country,” with implementation by December 2013. “This data harmonization agreement is an overdue but extremely important development,” says David Bradley, CTA’s president and CEO. However, CTA is not claiming victory just yet. Implementation could be delayed if the customs agencies require both countries’ systems to be able to accept each other’s information electronically, something the Alliance has been told could take years. Consequently, CTA is proposing the introduction of interim measures – e.g., a pilot project or trial – which would utilize the harmonized data set and allow

for resumption of in-transit truck shipments at least on a limited basis. “It would be a shame to see the true benefit of the agreement – the resumption of in-transit movements – delayed indefi-

nitely over systems issues,” says Bradley. “The agreement demonstrates a commitment by both CBSA and CBP to move forward, so we are hopeful they will be receptive to exploring interim measures to accommodate in-transit shipments.” For many years, instead of moving domestic shipments (e.g., Toronto-Calgary) across the top of the lake head, it had been common practice for Canadian carriers to transit through the United States on safer, multi-lane divided highways to avoid inclement weather, reduce wear and tear on vehicles, improve fuel efficiency, and provide drivers with more access to rest areas. Since the goods were not entering the U.S. for consumption or being offloaded or stored, they could enter with minimal

documentation. At the same time, many U.S. domestic shipments (e.g., mail entering Canada at Buffalo, re-entering the U.S. at Detroit) also move in-transit through Canada. However, U.S. policy changed in the aftermath of 9/11 to classify in-transit shipments as international loads, subject to full documentation and advanced emanifest submission to CBP. This effectively ended in-transit shipments through the United States for Canadian carriers. (Canada did not follow suit, which created an uneven playing field where U.S. domestic shipments could still move in-transit through Canada while Canadian domestic shipments were denied similar access to the United States). The restoration of in-transit shipments is one of two key measures CTA has been championing since before the BTB process. The other, which also has the support of the American Trucking Associations and business groups on both sides of the border, is relaxing the restrictions on foreign drivers from repositioning their own empty trailers. “The current rules which determine when a foreign carrier can use one of its drivers to reposition its own empty trailers in the other country are inconsistent, inefficient and incompatible with modern logistics practices,” says Bradley.

ATA Opens Registration for 2014 MC&E in San Diego Today, American Trucking Associations announced it has opened registration for the year’s premiere trucking industry leadership event: the ATA Management Conference & Exhibition in San Diego. “At MC&E, ATA focuses on delivering the information trucking executives need to operate their companies efficiently and profitably,” said ATA President and CEO Bill Graves. “This year, the meeting will examine such important issues as energy production, safety, drivers, congestion and new opportunities for motor carriers due to the resurgence in American manufacturing. It truly will be the most important meeting for trucking executives this year.” 26

The 2014 ATA Management Conference & Exhibition will be held Oct. 4-7 at the San Diego Convention Center and Marriott Marquis & Marina. “MC&E also provides an opportunity for industry executives to share ideas and discuss concerns with their colleagues, as well as to get involved in the myriad of efforts ATA undertakes to benefit the trucking industry,” he said. Among this year’s highlights are: · The Annual Golf Tournament at the Rancho Bernardo Inn, sponsored by SmartDrive; · “All Eyes on the Economy,” moderated by ATA Chief Economist Bob Costello

and featuring American Petroleum Institute Chief Economist John Felmy, National Retail Federation Chief Economist Jack Kleinhenz and National Association of Manufacturers Chief Economist Chad Moutray, sponsored by Bendix Commercial Vehicle Systems LLC; · Entertainment by Grammy and Tony Award Nominated Michael Cavanaugh, sponsored by the Allied Committee for the Trucking Industry; · President Graves’ annual State of the Industry Address; · Informative education sessions and · More featured guest speakers to be announced soon. JULY / AUGUST 2014

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tr`kW vwilAW v`loN tr`kW dI iSpmYNt ‘c ien-trWizt tr`k iSpmYNt nUM dubwrw lwgU krn dw svwgq ien trWizt plYn dw Bwv hY ik AmrIkw dIAW vsqW knyfw rwhIN AmrIkw ‘c iljwx jW knyfw dy smwn nUM AmrIkw rwhIN knyfw iljwx dI Ku`lH [ knyfIAn tr`ikMg AlwieMs (sI tI ey) ny kYnyfw bwrfr srivsz eyjMsI (sI bI AYs ey) Aqy XU AYs kstmz AYNf bwrfr pRotYkSn (sI bI pI) v`loN kIqy smJOqy bI tI bI (bIXONf dw bwrfr) plYn dw svwgq kIqw hY[ies plYn rwhIN knyfw dy smwn nUM AmrIkw rwhIN knyfw Aqy AmrIkw dIAW cIzW nUM knyfw rwhIN AmrIkw iljwx dI Ku`lH hovygI[ ies plYn rwhIN dovyN dySW ny jUn 2012 q`k GrylU auqpwdn sbMDI sWJy sY`t nUM iqAwr krnw Aqy dsMbr 2013 q`k nUM ies nUM lwgu kIqw jwxw sI[ sI tI ey dy muKI Aqy mu`K pRbMDk fyivf bRYflI ny ikhw hY ik BwvyN ik ieh Ajy lwgu hoxw hY pr ieh bhuq vDIAw hY[ pr sI tI ey Ajy ies nUM AwpxI ij`q nhIN smJ rhI[ ies dw lwgU hoxw hor vI A`gy pY skdw hY jy kstm eyjMsIAW v`loN ieh zrUrI kr id`qw igAw ik dovyN dyS ibjleI XMqrW rwhIN jwxkwrI dyxw mMnx [ pr AlwieMs dw kihxw hY ik ieh g`l mMnx leI keI swl vI l`g skdy hn[ ies dOrwn sI tI ey ku`J AMqirm FMg Apnwaux lwgU krn dI mMg kr irhw hY- ijvyN pwielt pRojYkt jW tRwiel- ieh BwvyN Coty p`Dr ‘qy hn pr ies qrHW ien- tRWizt lwgU ho skygI[ brYflI dw kihxw hY ik ies smJOqy dy AslI PwieidAW nUM nw dyKxw bhuq mwVI g`l hovygI[ aunHW Anuswr ies smJOqy Anuswr aus vcnb~Dqw dw pRgtwA nzr AwauNdw hY jo sI bI AYs ey Aqy sI bI pI v`loN hor A`gy vDx sbMDI kIqI hY Aqy swnUM ieh Aws hY ik ien- tRwizt iSpmYNtW dy vDIAw hox leI ies rwhIN hor vDIAw FMg qRIky vI l`By jw skdy hn [ keI swlW qoN ieh g`l vyKx ‘c AweI hY ik trWto qoN kYlgrI knyfw ivclI iSpmYNt leI knyfIAn kYrIArz v`loN AmrIkw ivclw rsqw ApxwieAw jWdw irhw hY[kwrn ieh ik auh vDyry sur`iKAq, keI lynW vwlw, G`t mwVy mOsm vwLw, vhIkl dI hwlq qy GsweI ‘c PwiedymMd dy nwl hI frweIvr nUM Arwm krn leI vDyry QwvW vwLw hY[ikauN ik ienHW tr`kW ‘qy l`dIAW hoeIAw vsqW dI vrqoN AmrIkw ‘c nhIN hoxI huMdI Aqy nw hI ienHW nUM au`Qy stor krnw huMdw hY ies leI ienHW sbMDI kwgz p`qrW dI vI loV G`t hI pYNdI hY[ies dy nwl hI AmrIkw dIAW keI GrylU iSpmYNtW ijvyN bPlo qoN knyfw ‘c dwKl hox vwLI Aqy dubwrw iftroiet rwhIN JULY / AUGUST 2014

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FTR: Trucking Needs to Double Hiring to Offset Productivity Losses The myriad of regulations in the U.S. could leave the trucking industry having to hire twice as many drivers by 2018 as it does today to offset productivity losses, according to FTR Associates. In a State of Freight Webinar last week, senior consultant Noel Perry remarked that ongoing regulations have constricted capacity and forced carriers to accomplish more with less. As Truck News reports, Perry said his firm is monitoring 21 regulations the US

has either pending or on the books. They have the potential to reduce the hiring pool, increase turnover and make hiring less productive or reduce operating productivity. If all the regulations are enacted as planned, the trucking industry could have to double its hiring efforts by 2018, Perry noted. “… This is a very big deal. Even if our quantification is off by 30%, it doesn’t change the conclusion. “It will be an unprecedented assault on the hiring capability of the industry.”

That’s easier said than done, however. Historically, the trucking industry has been unable to quickly ramp up recruitment when spikes in demand have occurred, resulting in a shortage of trucking capacity. With capacity utilization likely to remain in the 98-99% range, Perry said any short-term shocks (such as the extreme weather seen this past winter) will have an immediate impact on trucking supply.

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No Restart Suspension in House Bill Last month’s Senate Committee effort to suspend the current 34-hour restart provision of the U.S. hours of service rule took a hit when the House of Representatives passed its own appropriations bill that does not contain such a provision. A US Senate Appropriations Committee previously voted on an amendment to suspend the current 34-hour restart, although it would have still required conferencing with the language in the House Bill, approved by both bodies, and signed by the President According to Heavy Duty Trucking, observers expected to see a similar floor amendment in the House bill. However, that didn’t happen. HDT suggests a highway fatality involving comedian Tracy Morgan may have changed the political climate for a proposed restart suspension. The future of the proposed suspension now comes down to the House and Senate conferring on their separate transportation appropriations bills, reports HDT. The full Senate is scheduled to to take up its bill, which includes the amendment next week. However, there could be a move to take out the suspension amendment.

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Gov’t Announces Regulation Changes for Dangerous Goods Safety Marks and Placarding

Can-Am Bridge Project Obtains Final Approval

Transport Canada today announced forthcoming amendments to the Transportation of Dangerous Goods Regulations which include provisions to harmonize placarding requirements with the United States while at the same time providing more accurate information on the types of Dangerous Goods being transported, primarily for the purposes of first responders. Federal Transport Minister Lisa Raitt made the announcement at a press conference held at the headquarters of the Canadian Trucking Alliance-Ontario Trucking Association in Toronto today. After making her announcement, Minister Raitt placed one of the harmonized placards on a tractor trailer before going on a ride ‘n drive in a Kriska Transportation truck, where she saw first-hand some of the latest safety and environmental technologies on-board today’s modern tractor-trailers, including aerodynamic devices and electronic logs. As for the TDG amendments, they were originally drafted and discussed with industry in the late 2000s, were supported by the Canadian Trucking Alliance (CTA) Board of Directors in 2009 and approved when the amendments were proposed in 2012 in Gazette I. Although most of the amendments are minor in nature (designed to eliminate confusion with the interpretation of the regulations and those applicable to shippers), there are some key changes of interest for the trucking industry: • Additional restrictions and quantities allowed for the display of a DANGER placard. The principal change is the use of the DANGER placards to loads (if eligible – meaning no superseding placarding requirements apply) only having a mass of less than 1000kg. This will align with US regulations, assist in cross-border compliance of shipments and provide more accurate information in the form of additional placards on the goods be-

The proposed new bridge linking Windsor and Detroit appears to have jumped through its last regulatory hoop. The long-awaited binational border crossing obtained a permit from the U.S. Coast Guard this week – the last reported regulatory approval needed to press start on the project. The Coast Guard issued the permit almost immediately after a U.S. Circuit Court in Washington, D.C., rejected an attempt by the competing Ambassador Bridge to get an injunction and block the approval. In its opinion, the court concluded there is no evidence the Coast Guard permit would cause irreparable harm to private Ambassador Bridge’s own interests.


ing transported. The DANGER placard up until these amendments, was considered a coverall measure that can be misleading in terms of what type and quantity of goods are on board a vehicle and also relieved the responsibility of many shippers in terms of providing proper placarding for their shipments to carriers. From a transition standpoint, carriers moving multiple shipment loads from the US into Canada are already complying with restricted use of the DANGER placard; • Flexibility for drivers in leaving placards in place on large means of containment until all dangerous goods indicated by that placard are unloaded. Today, in many instances drivers must remove placards once the quantity of dangerous goods becomes less than 500 kgs or face non-compliance charges. This is a cumbersome requirement to comply with at times and misleading in the sense that there are still dangerous goods on the vehicle. This would significantly improve reciprocity with the regulations in the United States and make it easier for truck drivers with multiple deliveries to comply with the regulations and; • Introduce new safety marks for dangerous goods included in Class 5.2, Organic Peroxides, for marine pollutants and for limited quantities of dangerous goods, to harmonize with the UN Recommendations for the Transport of Dangerous Goods. It is expected Transport Canada will finalize these requirements in a Canada Gazette II publication in the near future. After that, there will be a six month transition period for drivers, carriers and shippers to come into compliance with the new requirements. CTA will provide a full analysis of the changes once the regulations are introduced in Gazette II and will be introducing the new regulatory language in its 2015 edition of its Transporting Dangerous Goods by Truck publication.

“We now have the presidential permit, signed off on by nine (federal) agencies in the U.S. We have the Coast Guard approval and the court case dismissed,” said Gary Doer, Canada’s ambassador to the U.S. The next step involves funding for a U.S. customs facility, which must happen before shovels hit the ground. However, as the Globe & Mail reported this week, this won’t be easy either and ambiguity persists. Despite Canada agreeing to pick up the $3.4 billion tab to build the bridge on both sides of the border, Washington continues to shrug off paying a $250-million (U.S.) to pay for its own customs plaza on the Michigan side of the bridge. According to the Globe, “Ottawa has understandably drawn a line in the asphalt” over paying for another government’s customs checkpoint. JULY / AUGUST 2014

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Succession Action Plan to Help Fleets Prepare for Future Trucking HR Canada has developed an interactive succession planning tool for fleet managers who want to ensure they always have the right people in the right job. The Succession Action Plan is now available (click here) for an introductory price of $60 + HST. It guides users through all four steps of an effective succession planning process – setting priorities, reviewing a company’s “bench strength”, addressing gaps in skill sets, and monitoring succession planning efforts. As an added bonus, every user will also receive free reference material from Your Guide to Human Resources manuals,

addressing how to transfer knowledge in the workplace, and how to build a business case for sound human resources practices. “More than 600 fleet managers have already used our free online HR Circle Check to identify strengths and gaps in their existing human resources practices. We found that succession planning was a recurring need,” said Trucking HR Canada CEO Angela Splinter. “Fleets which enhance the skills of existing employees will always be

better prepared to address future opportunities, and help to retain the skilled personnel who are vital to their success.” While the growing need for skilled drivers has been identified by the Canadian Trucking Alliance’s Blue Ribbon Task Force on the Driver Shortage, as well as a report by the Conference Board of Canada, the challenge of attracting and retaining skilled employees affects every role in the workplace, Splinter added.


supinAW nUM hkIkq ‘c bdlo

Biv`K ‘c PlItW dI mdd krn leI sksYSn AYkSn plYn tr`ikMg AYc Awr kYnyfw v`loN aunHW PlIt mYnyjrW leI ie`k ieho ijhI Xojnw bxweI hY ijs nwl ieh XkInI bxwieAw jw skygw ik shI jOb leI ikhVw shI ivAkqI hY[ sksYSn AYkSn plYn hux quhwnUM ies dI vY`bsweIt ‘qy iml skdI hY ijs leI quhwnUM 60 fwlr Aqy bxdI AYc AYs tI dyxI pvygI[ vrqx vwilAW nUM ieh loVINdy cwr stYpW sbMDI d`sdI hY[ ieh hn- quhwfIAW prm AgyqW jW pihlW dw pqw lwauxw, kMpnI dI “bYNc strYNgQ’ vyKxw, sik`l sY`t dy gYpW nUM dur krnw Aqy Awx vwlIAW plYnW sbMDI ingwh r`KxI[ bons vjoN hr vrqx vwLy nUM ‘XUAr gweIf tU ihaUmYn irsorsz mYnUAl’ dI ie`k kwpI vI imlygI[ijs ‘c ieh d`isAw igAw hY ik vrkplys ‘qy jwxkwrI dw Awdwn pRdwn krnw Aqy vDIAw ihaumYn irsorsz AmlW leI ibzns nUM iks qrHW dw bxwauxw hY[ tr`ikMg AYc Awr kYnyfw dI sI eI E eyNjlw spilMtr dw kihxw hY ik hux q`k swfI swfI AYc Awr srkl sweIt ‘qy 600 qoN v`D PlIt mYnyjr gey hn Aqy aunHW ny ies ‘c id`qI jwxkwrI dw lwB auTwieAw hY[ aunHW dw kihxw hY ik aunHW dw ieh ivSvws hY ik sksYSn plYinMg dI iks qrHW loV pYNdI hY[auh PlItW dy mwlk ijhVy Awpxy Biv`K dIAw loVW leI Awpxy krmcwrIAW nUM hunrmMd bxw lYxgy aunHW nUM ies dw ikMnw Pwiedw hovygw Aqy ies qrHW auh ikMny kwmXwb ho skxgy[ spilMtr dw ieh vI kihxw hy ik knyfIAn tr`ikMg AlwieMs dy ‘bilaU irbn twsk Pors Aon dw frweIvr SOrtyj’ ‘c Aqy kwnPRMs borf AwP kYnyfw v`loN ikhw igAw hY ik mwihr frweIvrW nUM l`Bxw ijMnw AOKw hY au`nw hI muSkl hY mwihr mulwzmW nUM Awpxy kol itkweI r`Kxw[ JULY / AUGUST 2014

G &G Trucking Solutions • Incorporation Registration • IFTA Registration • IRP Registration & Revenue C.V.O.R. Registration • U.S. D.O.T. & MC Registration • C-TPAT • Drug Testing

Compliance Package for Single Operations & Small Fleet

•Fuel Tax Report & File Mileage Report for (KY, NY, NM, OR) •Monitor & Update Driver Qualification File • Log Book Auditing •Setting Up Equipment/Maintenance Files •Mini Audit prior to your Ontario/USDOT Audit

We also provide safety courses

•Dangerous Goods Certificate •Hours of Services Courses •Pre Trip & Safety Classes •Professional Driver Training Program E:

Bay 6-9, 2456, 23 Ave. NE, Calgary, AB

7050 Telford Way, Unit 10, Mississauga, ON L5S 1V7

Tel: 403-455-4258

Tel: 905-461-2525

Fax: 403-455-4261

Fax: 905-696-6825 31

Coming into the US SCAC requirement AmrIkw Aw rhy ho?

AYs sI ey sI dI loV

What does SCAC stand for? Standard Carrier Alpha Code What is a SCAC? A SCAC is a unique code which is used to identify transportation companies. It is usually two to four alphabetic letters long. Who is required to have a SCAC? Several different businesses related to transportation of goods require SCAC, but the most common users are the freight carriers or freight forwarders. Some of the other types of operations that require a SCAC are: Air Carriers, Brokers and Water Carriers. When was the SCAC identification developed and why? The SCAC was developed by the National Motor Freight Traffic Association (NMFTA) in the late 1960s to assist computerization in the transportation industry. Are there any special codes for different groups? SCAC ending with the letter U are assigned to freight containers. Codes ending with the letter X are assigned to privately owned railroad cars. Finally for the truck chassis and trailers the letter Z is assigned. Who provides the SCAC? SCAC is assigned by the National Motor Freight Traffic Association (NMFTA) in Virginia. How long is the SCAC valid for? The SCAC are valid for a year and need to be renewed by June 30th of each year. What happens if you do not renew your SCAC? The Code will be assigned to another company and the carrier will have to apply for another Code if they’ve passed the renewal deadline as their code will be cancelled. How is the SCAC relevant for a trucking company? If a trucking company wants to bring a load in from Canada or Mexico into the United States then they will need to register for the SCAC to be identified as a carrier. Once the SCAC has been assigned to the company they will need to get their Pre-Arrival Processing System (PAPS) labels to be able to travel into the United States. If a trucking company wants to register at a port they are required to be registered with a SCAC as well. Is there a fee to apply for a SCAC? Yes there is a fee of $68 US dollars which can be paid by credit card to receive your SCAC at the appointed time. How long is the process to obtain a SCAC? A SCAC can be applied for or renewed and the Certificate is usually received within 1-2 business days if done electronically. The manual process can take up to 2-3 weeks in the mail. Where can I get more information on registering for a SCAC or crossing the border into or out of Canada? You can call us at our toll free number at 1-800-965-9839 if you need assistance in registering your company or business for a SCAC or renewing your SCAC. 32

AYs sI ey sI dw mqlb ies dw mqlb hY stYNfrf kYrIAr AlPw kof AYs sI ey sI hY kI? AYs sI ey sI ie`k Kws kof hY ijhVw tRWsportySn kMpnIAW dI pCwx leI vriqAw jWdw hY[ Awm qOr ‘qy ieh do qoN cwr A`KrW dw huMdw hY[ AYs sI ey sI dI iks nUM loV hY? bhuq swry v`K v`K ibjns ijhVy trWsportySn nwL juVy hoey hn nUM AYs sI ey sI dI loV hY pr Awm vrqoN krn vwilAW ‘c Pryt kYrIArz Aqy Pryt Pwrvwrfrz hI hn[ ku`J hor kMm ijnHW nUM AYs sI ey sI dI loV hY ‘c eyAr kYrIArz, bRokrz Aqy vwtr kYrIAr vI Swml hn[ AYs sI ey sI dI pCwx kdoN Aqy ikauN iqAwr kIqI geI? AYs sI ey sI dI SurUAwq nYSnl motr Pryt tRYiPk (AYn AYm AYP tI ey) v`loN 1960 ivAW dy AKIr ‘c tRWsportySn ieMfstrI ‘c kMipautrIkrx dI shwieqw leI kIqI geI[ kI v`Kry grup ` W leI koeI Kws kof hn? AYs sI ey sI dy AKIr ‘c jy XU A`Kr hY qW ieh Pryt kMtynrW leI hY[ jy kof AYks A`Kr nwL Kqm huMdw hY qW ieh pRweIvyt ryl rof kwrW leI hY[tr`k cysIz Aqy tRylrW leI zY`f hY[ AYs sI ey sI idMdw kOx hY? AYs sI ey sI nYSnl motr Pryt tRYiPk AYsosIeySn (AYn AYm AYP tI ey) jo ivrjInIAw ‘c hY, v`loN id`qw jWdw hY[ AYs sI ey sI ikMny icr dw hud M w hY? AYs sI ey sI dI imAwd ie`k swl dI huMdI hY Aqy ies qoN bwAd ies nUM iPr hr swl 30 jUn q`k rIinaU krwauxw pYNdw hY[ jy AYs sI ey sI nhIN rIinaU krwieAw jWdw Pyr kI hud M w hY? jy rIinaU krwaux dI qwrIK lMG jWdI hY qW Pyr ieh kof iksy hor kMpnI nUM dy iNd`qw jWdw hY Aqy pihLI kMpnI nUM dubwrw lYx leI iPr AYplweI krnw pYNdw hY[ AYs sI ey sI tr`ikMg kMpnI leI ikauN zrUrI hY? ie`k kYrIAr dI pCwx leI- jy koeI tr`ikMg kMpnI knyfw jW mYksIko qoN lof lY ky AmrIkw ‘c dwKl huMdI hY qW kYrIAr dI pCwx leI aus leI zrUrI hY ik auh AYs sI ey sI nwL rijstrf hovy[ jdoN AYs sI ey sI v`loN nMbr dy id`qw jWdw hY qW aunHW nUM pRI-ArweIvl pRosYisMg isstm (pI ey pI AYs) lybl iml jWdw hY ijs nwL auh AmrIkw ‘c sPr kr skdy hn[ jy koeI tr`ikMg kMpnI port ‘qy rijstr hoxw cwhuMdI hY qW ausnUM vI AYs sI ey sI nwL vI rijstr hoxw zrUrI hY[ kI AYs sI ey sI leI koeI PIs vI hY? hW, hY ieh PIs 68 AmrIkn fwlr hY ijhVI quhwnUM AYs sI ey sI lYx leI id`qy gey smyN ‘qy kRYift kwrf rwhIN dyxI pvygI[ AYs sI ey sI lYx leI ikMnw smW lgdw hY? jy kMipautr rwhIN AYplweI kIqw jwvy qW AYs sI ey sI AYplweI krn jW irinaU krn leI ie`k do idn ‘c srtIiPkyt iml jWdw hY[ pr jy aus qrHW krnw hovy qW fwk rwhIN 2-3 hPiqAW ‘c iml jWdw hY[ AmrIkw v`l nUM knyfw qoN jwx jW Awx leI AYs sI ey sI leI rijstr hox leI hor jwxkwrI ik`QNo iml skdI hY? AYs sI ey sI leI AwpxI kMpnI jW ibzns rijstr krwaux jW AYs sI ey sI rIinaU krwaux leI qusIN swnUM tol PrI nMbr 1-800-9659839 ‘qy Pon kr skdy ho[ JULY / AUGUST 2014

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NSC Compliance Services ¡

New company complete permit set ups


Local Port Registrations


All permit renewals


Training for NSC, Dangerous Goods in English & Punjabi


Log book training


E manifest set up and load entries to Canada & US


US DOT/NSC Audit representation


C-TPAT, PIP, and TWIC Registrations


NSC help for Trucks, Buses, Taxi’s and Limos


Local & Long Haul Log Books available Single or Cases


All Fuel Tax: IFTA/Oregon, NY, NM, KY


Accounting services specializing in transportation industry

amrIkn trwikMg kMpnIaF nUM GbrfAux dI loV nhIN We help you in:

Ÿ Paperwork for getting loads to Canada and back to USA Ÿ FMCSA/US DOT Audits Ÿ CSA Monitoring Ÿ All Permits and authorities

National Safety Code Compliance Service Call: 1-800-965-9839 ext. 2

Surrey, BC: #4 - 8333 130th Street n�Ph: 604-507-7736 n Fax: 604-507-7742 Abbotsford, BC: 2633 Montrose Ave. n Ph: 604-755-4230 n Fax:604-755-7816 Bellingham, WA: 1313 E Maple St., Suite #219 n Ph: 360-543-5608 JULY / AUGUST 2014




vrijq tr`k rUtw ƒ smJx dI loV ikauN?

vrijq tr`k rUtw ƒ smJx dI loV ikauN? guirMdrjIq isMG (nItw mwCIky)

AmrIkw knyfw dy bhuq swry rUt AYsy hn ijnW auqy tr`k nhI jw skdy [ ieh tr`k vrijq rUt pRSwink AiDkwrIAw ny iksy sONk krky nhI bxey’ sgoN iehnW dy bxn dy bhuq swry kwrn hn.....! ijvy BIV BV`ky vwlw eyrIAw hoxw, pulH dw tr`k trylr dI inXmq aucweI qoN nIvw hoxw, ibjlI lweInw dw nIvW hoxw, rhwieSI eyrIey dw hoxw, kmzor sVkI Fwcy dw hoxw, rylvy lweInw qy sVk dw aucw hoxw Awid[ pr bhuq swry frweIvr jwx-buJky ieh rUt iesqymwl krdy hn ijnW iv`c bhuqI igxqI pµjwbI frweIvrw dI hY, keI iehnW iv`co jwxy-Axjwxy frYksn glq Pwlo krn krky iehnW tr`k vrijq rUtw qy cV jwdy hn, keI pVweI ilKweI p`KoN s`KxyN hox krry sweIn borf nhI pV skdy Aqy ieh frweIvr noh tr`k rUtw dy p`ky pwDI bx jwdy hn[ ijhVy nvI aumr dy muµfy nvy nvy lweIsYs lYky rof qy cVdy hn auh keI vwrI juAwnI dy joS iv`c lwpRvwhI vrqx krky tweIm Aqy pYNfy dI b`cq krdy krdy Pysbukw jw sYlr PonW qy AYny mSrUP huµdy hn ik sVk qy l`gy sweIn borf pVHn ƒ koeI bhuqI qv`jo hI nhI idµdy ijs krky keI vwrI iBAwnk hwdsy vwpr jwdy hn[ eIst-kost v`l bhuq swry rUt AYsy hn ijnHW qy tr`k clwauxy vrijq hn auh ies krky ik iehnw stytw dw FWcw purwqn hox kwrn Evrpws nIvy hn Aqy phwVI eyrIAw hox krky nvI auswrI krnw bhuq muskl kµm hY ies krky Agr qusI sweIn pVnw KuJ gey Pyr smJoky tr`k pulH Q`ly vwVky trylr Bµnky muVogy Aqy zurmwnw vI coKw auqwrnw pvygw [ keI vwrI AsI jIpIAYs isstm qy AYny inrBr ho jwdy hW ik nksw vyKxw vI bhuq v`fI mus`kq smJdy hW[ pihloN pihl rsIvr jw isipµg q`k phuµcx leI hr frweIvr auhnW ƒ kwl krky frYkSnw lYdw huµdw sI pr A`j jIpIAYs ny AYnI susqI pw id`qI hY ik hr nvw frweIvr inrBr hI ies msIn qy ho igAw hY Aqy Awpxw idmwg qW kdy vrqdy hI nhI, vrqx qw Pyr jy Pon jw Pysbuk qoN ivhl imly, bs pqw hI audoN lgdw jdoN tr`k trylr rhwieSI Kyqr iv`c jw vVdw Pyr nw ikqo XU trn v`jdw nw bYk huµdw, iksy dw drKq Bµnqw iksy dy frweIv-vyA qy cwVqw jw strIt kwrnr co l`igAw Pwier Xµqr Bµnqw AYny ƒ puils Aw jwdI Aw Pyr lwaudyAw Agly KurIAW[ keI vwrI mwVy kmjor pulHw vwlw rUt hox krky vI tr`k vrijq kIqy jwdy pr iPr vI pµjwbI pYNfw G`t hox kwrn smy Aqy fIzl dI b`cq krdy kUfHw krvw lYdy hn’ ikauky Agr quhwfy tr`k 34

dy ijAwdw vzn krky pul tut igAw jw koeI hor mµdBwgI Gtnw vwpr geI, nw qW iksy bImyN ny koeI DylI dyxI hY, jurmwnw Aqy jylH vwDU dI hovygI[ iesy qrW bhuq vwrI Kws qOr qy kYlyPornIAW sUby dy Pirjno sihr dy iv`coN lµGdy PrIeyA 99 qy cVn vwlIAw CotIAw roVw ijhVIAw rylvy lweInw lµGky PrIvyA iv`c dwKl hox leI swrtk`t rsqy dy qOr qy vrqIAw jwdIAw hn, pr iehnW iv`co ijAwdwqr sVkw tr`k vrijq rUt dy qOr qy GoSq kIqIAw geIAw hn’ auh ies krky ik pihlI g`l PrIvyA co dwKly leI tr`k muskl nwl hI is`Dw huµdw hY dUsrw jgHw G`t hox kwrn tr`k qw rylvy lwien lµG jwdw hY pr trylr ƒ rylvy lweInw dy aupr aufIk krnI pYdI hY, ijnw icr PrIvyA co vVn leI trYiPk nhI Gtdw! nbr do keI QweI iehnw rylvy lweIn dy Pwtkw qy sVk dI aucweI eynI ijAwdw hY ik trylr dw lYifµg gyAr nIvW hox kwrn rylvy lweIn iv`c Ps jwdw hY Aqy ibnW to-tr`k iPr ieh trylr ieQo inklxw muskl hI nhI nwmumikn hY[ Aqy ieh myn rylvy lweIn hox kwrn ryl AwvwjweI vI ieQy bhuq ijAwdw hY ijs kwrn keI vwrI mµdBwgIAw durGtnwvW vI vwpr cukIAw hn [ iesy leI ieh CotIAw sVkw tr`kw leI vrijq hn [ dosqo AKIr iv`c iehI kihxw chuµdw hW ik frweIivµg lweIsYNs lYky X`k-dm tr`k dI sIt qy bYTky mwieAwDwrI nw bxo pYsy qw swrI aumr hI kmweI jwxy hn, pihlw iksy qzrbykwr frweIvr nwl G`to G`t Cy mhIny dw qzrbw jrUr hwSl kro, jo Biv`K iv`c frweIivµg Kyqr iv`c sur`iKAq frweIvrI leI quhwfy kµm Awvygw[ bhuq swrIAw kImqI ijµdgIAw lwpRvwhI nwl hoey AYksIfYNtw rwhI AixAweI mOq mUµh jw rhIAw hn[ jdo tr`k vrijq rUtw qy AYksIfYNt huµdy hn ausƒ puils frweIvr dI lwpRvwhI gRdwn idµdI hY, ijs krky nw qw ieµnSorYNS hI klym kvr krdI hY aultw sw& s&weI qoN lYky toieµg Aqy r`b nw kry Agr koeI gBIr jKmI jw mOq dy mUh jw pvy iehnW iksmq mwry ivA`kqIAw dw muAwvzw vI tr`k frweIvr isr pYNdw hY Aqy auproN moty moty srkwrI jurmwny, keI kysw iv`c aumr kYd q`k dIAW sjwvW vI ho jwdIAw hn[ ijµdgI pRmwqmw ny ieko vwr bKSI hY ies ƒ lwprvwhI krky AYksIfYNtw jrIey AjweI nw gvwE jy Awpxy bwry nhI G`to G`t Awpxy ipCly pirvwr bwry jw sVk qy c`lx bwry hor lokw bwry vI jrUr soco[ r`b rwKw JULY / AUGUST 2014

Understanding Tire Mismatch Failures

Understanding Tire Mismatch Failures‌ - Ken Cooke


he tires on a tandem axle truck are an integral part of the powertrain system. Maintaining equal tire sizes on all four drive axles is extremely important. Tire size mismatch is one of the most common reasons for premature differential failures. Tire size mismatch is the difference in the number of revolutions the drive tires make per mile. Coastline Transmission recommends maintaining a tire mismatch no greater than one percent. The easiest method to calculate tire mismatch is to measure the circumference of the tires with a tape measure running around the outside of the tire. The average 11x24.5 truck tire is about 136 inches in circumference; one percent of 136 is 1.36 inches. So, if 136 inches is the measurement of the largest tire, all 4 drive tire measurements would need to be between 136 inches and 134.6 inches. The effects of tire mismatch on a differential depend on which axle the mismatch occurs. Side to side mismatch on the same axle will increase stress and wear on the differential side gears and pinions. While front to back axle mismatch will decrease the life of the inter-axle differential JULY / AUGUST 2014

commonly known as the power divider. If tire mismatch is great enough it can cause the same spinout failure as running different ratio differentials. Typical failures are excessive wear to the gear set, pinions welded to the spider arms, cracked or broken thrust washers, over heated lubricant and metal debris on the magnetic drain plugs all causing the differential to wear and fail prematurely. We have seen highway trucks in our shop with mismatched tires in excess of 4 inches. A tire with the rolling circumference of 136 inches revolves 466 times per mile while a 132 inch tire revolves 480 times per mile, this equates to a mismatch of 14 revolutions per mile. If a truck with a 4 inch mismatch operates on dry pavement with the power divider and the axles locked the tires will actually have to skid to compensate for 14 revolutions per mile. Needless to say, this practice will drastically shorten the life expectancy of both the tires and the differentials. Therefore; by following the one percent tire mismatch rule you could greatly increase the life of your truck’s differentials. 35

Risk Management

Risk Management - Ken Davey In the world of Risk Management there are Loss Prevention Strategies and Loss Mitigation Strategies. Usually in trucking we talk about Loss Prevention because if you prevent a loss, it is avoided entirely. However, losses happen and when they do you need a way to keep the loss to a minimum. If you are involved in an accident, here are some steps to take to minimize the loss. Like the Captain of a ship in a maritime disaster, if you are able, you still have a job to do. First, make the accident site safe as possible. Set out flairs or triangles to warn others of the hazard your accident presents. You don’t want any other vehicles running into the stopped vehicles or people . Check for injured persons. Do not administer first aid or move anyone unless you are trained to do so. However you can provide reasonable assistance. If no one has, it is time to call 911. I often hear of drivers who lose their cell phones in a crash. I strongly recommend that your cell is on your person at all times. Even when connected to the charger, if possible, keep the phone in its holster in your belt. If you are ever in a rollover you need to be able to reach it without undoing the seat belt to call for help. It you leave it on the dash or in the bunk, there is no telling what you will have to do to find it, assuming that you can move and that the area it is in is still accessible, after an accident. Never admit that the accident was your fault. This will be hard if you think the accident is your fault and there are injured or aggressive people around. It feels like apologizing and taking the blame is the correct thing to do. However, there may be factors in the accident that you don’t know about. It could be that your feelings, although real are not correct. Any admission of guilt can be used against you in court despite the fact that the physical evidence indicates some36

one else is at fault. Also, don’t talk about the accident at the scene to anyone except the police officer. It is important that you don’t because it is hard to determine who you are talking to. An injured victims husband or daughter may have pulled up in another vehicle. If the two of you speak about the accident it could cause aggressive behavior at the scene or again be used against you in court. Next, if possible, we need to gather some information. Start with the make model and plate of all the vehicles. Next the driver names, license numbers, addresses, and

phone numbers. Do the same with passengers and the same with witnesses. Too often drivers come to me after an accident with a policeman business card and a file number saying the policeman has all that information. It is true, they do. However, it may take weeks to get the police report and that will hold up the repair of your truck. Better that you get the information yourself if you can. Next, take some pictures. We want to record e accident as accurately as possible. Try to take pictures from the center of the accident scene in all four directions. Then take pictures of your vehicle. Try to capture

the damage and the position on the roadway. Get some up close for detail and some farther away for perspective. Do the same for each vehicle involved. Don’t forget license plates and when possible the ‘vins’ of cars or the manufacturers plate from trailers. Try to avoid taking pictures of injured people as untreated injuries can often look much worse than they are. Even a small cut can be covered with a great deal of blood. Remember, we are trying to get an accurate sense of the accident scene in pictures and the seriousness of injuries just can’t be accurately captured in a picture at the accident site. If possible get pictures of the accident site from down the road in each direction. Pictures from about 200 meters and 400 meters would be best to show the landscape and the curves or hills or signage of the road. Lastly, make notes of anything you can think of that might relate to the accident. Your speed, estimate the other drivers speed, many lanes of traffic, how long you were in the same lane, how long had you had been driving since your last break. Anything anybody else said….anything and everything. In the USA driver must be drug tested after an accident in the following 3 circumstances. Failure to test carries a $5000.00 fine. The easy way to remember the 3 circumstances is Hearse, Nurse or Tow. Hearse…if there is a fatality… test. These 2 apply only if the truck driver is charged or likely to be charged. Nurse –someone is treated for injuries away from the scene test. Tow-a vehicle is disabled with more than wheel damage and towed from the scene. Having an accident is an expensive problem. This guide offers several strategies that you can do to minimize the expense of the accident for you, your company and your insurer. JULY / AUGUST 2014

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FMCSA Pressing On With Speed Limiter Rule 2014 A DOT report issued last week indicates the Federal Motor Carrier Safety continues to be on pace to issue a rule mandating speed limiters in commercial trucks in 2014. According to CCJ magazine, FMCSA has slightly delayed the timeline for the speed limiter rule. It now expects to publish the proposed rule in late October backed up from last month’s Oct. 1 forecast. It projects it will submit the rule to the Office of the Secretary of Transportation June 23 and to the OMB July 28. FMCSA has not yet said what the mandated limit would be. Meanwhile, FMCSA’s regulatory timeline also includes raising the minimum liability insurance for carriers and implementing a more complete and direct federal safety scoring system. Both those proposals could be published 2014. Due to the efforts of the Ontario Trucking Association, Ontario and Quebec were the first two jurisdictions in North America to mandate speed limiters set at 105 km/h for trucks operating in their provinces.


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May Trailer Net Orders Up 52% Year over Year The trailer industry booked 22,300 net orders in May according to the most recent State of the Industry: U.S. Trailers published by ACT Research Co. (ACT). “May net orders rose 52% year over year,” said Frank Maly, Director – CV Transportation Analysis and Research at ACT. “Backlog, build, inventory and shipments were all off from April, but the changes were minimal, all less than 1% on a month over month basis. This stability provides a solid foundation for the industry as we move into the summer and fall build season,” he added. Maly said that production rates should remain relatively unchanged over the next few months and the orderboard should continue to support the industry to the next order season this coming fall. JULY / AUGUST 2014


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FMCSA Grants Livestock Haulers Exemption From 30 Min Rest Break

AYP AYm sI AYs ey v`loN lweIv stOk Foox vwilAW nUM id`qI 30 imMt bryk qoN Cot

The Federal Motor Carrier Safety Administration (FMCSA) announced that interstate drivers of vehicles hauling livestock will be granted a one-year exemption from the 30-minute break requirement during the first eight hours of a shift. This exemption also applies to Canadian drivers operating into and in the U.S. This exemption began June 11, 2014 and expires June 11, 2015. It is applicable during the transportation of livestock (meaning the truck must be loaded) and does not cover operations after the livestock are unloaded from the vehicle. Livestock for the purposes of this exemption means “cattle (including dairy producing cattle), elk, reindeer, bison, horses, deer, sheep, goats, swine, poultry (including egg-producing poultry), fish used for food, or offspring. Further, to be eligible carriers must have a “satisfactory” FMCSA issued safety rating or are “unrated;” motor carriers with “conditional” or “unsatisfactory” safety ratings issued by FMCSA are prohibited from utilizing this exemption.

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Volvo Trucks Names Greig Howlett Regional Vice President for Canada “Greig has a strong record of success in a variety of management positions within the heavy-duty trucking industry and I’m pleased to welcome him to this new role,” said Göran Nyberg, president, Volvo Trucks North American Sales & Marketing. Howlett has held a variety of sales and managerial roles in Canada, the U.S. and Australia during his nearly 30 years in the heavy-duty truck industry. He will be based in the Volvo Trucks Canada office in Mississauga, Ontario. He succeeds Brent Weary, who is retiring after more than 17 years with Volvo Trucks. Weary has led Volvo Trucks’ Canada region since 2003. ‘I am a Volvo Trucker,’ a video introduced in conjunction with Volvo Trucks’ 2014 North American merchandise collection, recently received five Telly awards for creative excellence. The first-person 38

narrative tells the story of modern professional truck drivers, capturing drivers’ passion for trucks and their profession. The video produced by Myjive, Inc. received two silver awards, the competition’s highest honor, and three bronze awards. More than 12,000 videos from all 50 states and five continents were up for consideration at the 35th annual Telly Awards, which recognizes the best in film and video production, online videos and TV segments. “We’re proud of the success and reach of this video to audiences that may not consider the essential role of trucking or professional drivers to our economy,” said Magnus Koeck, Volvo Trucks vice president, marketing and brand management. “This video embodies the Volvo brand values and our unwavering focus on professional truck drivers and the products, services and gear they need to drive progress.”


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Safety Questions

Safety Questions / Answers Regarding


1. What is IFTA? A: IFTA stands for International Fuel Tax Agreement and it is an agreement between Canada’s 10 provinces and 48 US states; Alaska, Hawaii and Canada’s Territories do not participate. This program simplifies the reporting of fuel consumption by motor carriers that operate in more than one jurisdiction. A carrier applies in their base state and is issued a license and corresponding decal for each applicable vehicle. Upon issuance, the carrier is then responsible for the quarterly reporting of fuel tax, specifying distances travelled and fuel consumption in each state. This report then determines whether there is a tax owing, or a refund due, in each state travelled. 2. What vehicles qualify under IFTA? A: Vehicles that qualify under IFTA are those which, transport property or passengers (not recreational vehicles, motor homes campers or those used for personal pleasure). They are motor vehicles that are two-axle vehicles with a GVW of 26,000 pounds or more or have three axles or more (regardless of weight). They can also be those with a combination or if the weight exceeds 26,000 pounds. 3. If an IFTA license all that is necessary to go into the various states? A: No. Oregon has a mileage tax and KY, NM and NY have a weight, mileage and fuel tax. Registrations for these are done with each of the respective states listed. 4. What information should I be maintaining to verify the distance records for IFTA? A: Start and end dates of the trip, clearly identifying the origin and destination of travel, starting and ending odometer readings, total miles, and stops should be clearly indicated and unit and vehicle information should be clearly identifiable. Ideally, your logbooks should clearly identify this information and additionally, distance reports of the trips in the software system you use should be retrievable to present upon an auditor’s request. 5. What information is required to verify fuelling for IFTA? A: Detailed receipts and fuel statements should be retained. Information of fuelling should include date of purchase, the address and company from where it was purchased, the company info of who purchased it, the unit correlating to the fuel-up, the quantity of fuel (whether in gallons or liters) and the cost per gallon or litre. This must be filed in a systemic manner clearly identifying units, type of fuel and should be maintained separately from bulk fuelling transactions. Reefer fuel should also be identified. Ensure that the fuel transaction report from your software is also available should an auditor require it to reconcile entries against the actual receipts. JULY / AUGUST 2014

- Sonia Nanda

1. IFTA kI hY? IFTA qoN Bwv hY ieMtrnYSnl iPaUl tYks AYgrImYNt[ ieh knyfw dIAW 10 proivMsz Aqy XU.AYs.ey. dIAW 48 styts ivckwr ie`k smJwauqw hY[ Alwskw, hvweI Aqy knyfw dIAW tYirtrIz ies iv`c Swiml nhIN hn[ieh progrwm jW AYgrImYNt auhnW kMpnIAW dy iPaUl dI vrqoN bwry irpot krn ƒ srl bxwauNdw hY, ijhVIAW ie`k qoN v`D AiDkwr KyqrW iv`c jWdIAW hn[kMpnI ƒ AwpxI bys styt iv`c AplweI krky lsMs lYxw pYNdw hY[ lsMs imlx ipCoN kMpnI leI jrUrI ho jWdw hY ik auh hr iqMn mhIny bwAd iPaUl tyYks bwry jwxkwrI dyvy[ies jwxkwrI iv`c hr rwj iv`c ijMnW Pwslw qih kIqw hY Aqy ijMnW iPauUl vriqAW hY, dw vrnx huMdw hY[ieh irpot qih krdI hY ik iks rwj iv`c tYks dyx vwlw hY jW rIPMf lYx vwlw hY[ 2. IFTA ADIn ikhVy vhIkl AwauNdy hn? ijhVy vhIkl prwprtI jW muswPr FoNdy hn, auh ies ADIn AwauNdy hn[ mMnorMjn jW hom kYNprz vwly vhIkl ies ADIn nhIN AwauNdy[ do AYksl vhIkl ijMnHW dI GVW 26000 pONf jW v`D hovy jW iqMn qy iqMn qoN v`D AYksl vwly swry vhIkl ies ADIn AwauNdy hn[ 3. jy kr myly kol IFTA lsMs hY qW kI swry rwjW iv`c jwx leI ieh kw&I hY? nhIN-aurIgn rwj iv`c pRqI mIl tYks hY pr KY, N.M. Aqy NY iv`c Bwr/mweIlyz Aqy iPauUl tYks hY[ ieh rwj Awpxy Anuswr rIijtRySn krdy hn[ 4. IFTA qoN ifstYNs irkwrf vYrIPweI krwaux leI mYƒ ikhVI ikhVI jwxkwrI sMBwlxI cwhIdI hY? tir`p fItyl iv`c tir`p SurU krn Aqy Kqm hox dIAW imqIAW drz hox, Xwqrw dy ArMBk sQwn Aqy phuMc sQwn dw sw& sw& vrnx hovy, EfomItr dIAW SurU vyly Aqy AKIr vyly dIAW rIifMgz hox, kulH mIl Aqy stwps bwry jwxkwrI hovy Aqy Xuint qy vhIkl bwry swrI ienPrmySn hovy[ieh ienPrmySn Awm qOr qy lwg buks iv`c vI huMdI hY Aqy tir`p dy Pwsly, bwry jwxkwrI quhwfy swPt vyAr isstm iv`coN lY ky AfItrW ƒ id`qI jw skdI hY[ 5. IFTA gYs BrweI vYrIPweI krwaux leI ikhVI ikhVI ienPrmySn loVINdI huMdI hY? ivsQwr sihq rsIdW Aqy iPauUl styytmYNtW sWB ky r`Ko[iPauUl iks imqI ƒ KrIidAw hY, iks kMpnI qoN KrIidAW hY Aqy AfrYs kI hY , iksny KrId kIqI, ikMnW iPaUl KrIidAw igAw, iPauUl gYlnw iv`c jW iltrW iv`c KrIidAw igAw Aqy pRqI gYln jW pRqI iltr kI lwgq sI Awid puUry vyrvy isstymYitk FMg nwl PweIl iv`c hox[spSt hovy kI XUints qy iPauUl dI iksm ikhVI sI[ ieh vyrvw blk iPauUl KrIddwrI dy vyrvy qoN v`K r`iKAw jwvy[rIPr iPaUl dw vI vyrvw hovy[XkInI bxwE ik iPaUl bwry KrIdo ProKq dI rIport quhwfy swPtvyAr iv`coN vI auplBD hovy qW ik AfItr cwhy qW Asl rsIdW nwl vI imlwx kr sky[



Market Exposure tr`ikMg:

mwrikt q`k phuMc mukwbly dI ies dunIAw ‘c mwrikt q`k TIk pRBwv C`fx dI hr In this competitive world, the right market exposure is a must ibzns nUM loV hY[ mwrikt q`k puhMc jW pRBwv qoN myrw Bwv for any business. By market exposure, I mean how a company is hY ik koeI kMpnI bwhrlIAW mwriktW q`k ikvyN phuMc krdI hY[mwlk exposed to the outside markets. It’s important that the owner should leI ieh bhuq zrUrI hY ik auh Awpxy ibzns sbMDI vDIAw socy pr think highly of their business, but in the business world what matters ibzns dI dunIAw ‘c ieh izAwdw zrUrI hY ik hor quhwfI kMpnIy bwry is what others think of the company. To make an effective impact on kI socdy hn[jy bwhrlI dunIAw ‘qy vDIAw pRBwv pwauxw hY qW ie`k the outside world, a company needs to spend considerable time and kMpnI nUM mwrkIitMg Kyqr ‘c kwPI Xqn Aqy ies leI kwPI smW effort in the marketing arena. Knowledge of the industry in which dyxw pvygw[kwmXwbI leI sB qoN pihlI g`l ieh hY ik aus ieMfstrI the company is established is the first requirement to be successdI pUrI jwxkwrI ijs ‘c quhwfw ibzns hY[tr`ikMg ieMfstrI ‘c ful. The common mistake company owners make in the trucking ijhVI glqI Awm kIqI jWdI hY auh ieh hY jdoN frweIivMg qjrby nUM industry is to confuse driving experience with industry knowledge. ieMfstrI dy igAwn nwL rl g`f kr ilAw jWdw hY[tr`k Driving a truck is one thing, running a trucking company clwauxw ie`k g`l hY pr tr`ikMg kMpnI clwauxw ie`k v`KrI is something else. One can become a very professional g`l hY[ cwr jW pMj swl dy frweIivMg qjrby qoN bwAd koeI driver after four or five years of experience, but may not pROPYSnl frweIvr qw bx skdw hY pr ieh zrUrI nhIN ik be successful in operating a trucking company. auh tr`ikMg kMpnI clwaux dw vI mwihr bx jwvy[ Planning is the key to be successful in any business. hr ibzns dI kwmXwbI ies dI plYinMg ‘qy inrBr krdI Before starting a trucking company, a business plan needs hY[tr`ikMg kMpnI SurU krn qoN pihlW ie`k ibzns plYn dw to be developed. A business plan precisely defines the hoxw zrUrI hY[ ie`k ibzns plYn ‘c sMKyp rUp ‘c ibzns business model, identifies goals, and serves as a compamwfl, iesdy inSwny Aqy kMpnI dI Jlk dyxI zrUrI hY[ ny’s vision. The basic components include a current and - Dara Nagra mu`FlIAW g`lW ‘c Swml hn- hux dI Aqy proPormw bYlYNs pro forma balance sheet, an income statement, and a cash MBA PMP ® SIt, Awmdn stytmYNt kYS Plo dw ivSlySx[ ies dw ieh flow analysis. It helps to allocate resources properly, hanPwiedw huMdw hY ik qusIN Awpxy soimAW nUM shI FMg nwl vrq dle unforeseen complications, and make good business skdy ho, lupq musIbqW dw mukwblw kr skdy ho Aqy ibzns sbMDI decisions. Because it provides specific and organized information TIk PYsly lY skdy ho[ kwrn ieh hY ik ies nwl kMpnI dI Kws Aqy about the company and how one can repay borrowed money, a good sMgiTq jwxkwrI imldI hY Aqy ieh vI soc ilAw jWdw hY ik auDwr business plan is a crucial part of any loan application. Additionally, leI geI rwSI ikvyN vwps krnI hY[ ibjns sbMDI vDIAw plYn hI lon it becomes the base of your operations. Your customers, partners AYplIkySn dw Kws ih`sw hY[nwL lgdI g`l ieh vI hY ik ieh quhwfy and employees (drivers, dispatchers) know how your business is kMm kwj dw ADwr bx jWdI hY[quhwfy gwhkW, BweIvwlW Aqy krmcorganized. The business plan should address some basic questions wrIAW ( frweIvr,ifspYcr) nUM vI pqw l`g jWdw hY ik ieh ibzns like: ikvyN c`ldw hY[ibzns plYn ‘c hyT ilKy svwlW dw h`l hoxw cwhIdw hY: • What service or product does your business provide and what * quhwfw ibzns ikhVy profkt Aqy syvwvW idMdw hY Aqy ikhVIAW needs does it fulfill? loVW pUrIAW krdw hY? • Who are the potential customers for your product or service and * quhwfy sMBwvI gwhk ikhVy ho skdy hn Aqy auh ieh syvw jW cIz why will they purchase it from you? quhwQoN ikauN lYxgy? • How will you reach your potential customers? * qusIN Awpxy sMBwvI gwhkW q`k phuMc ikvyN krogy? • Where will you get the financial resources to start your busi* Awpxw ibzns SurU krn leI qusIN srmwieAw ik`QoN lEgy? ness? ie`k cMgI ibjns plYn bxwaux leI loV hY mwrikt dI Koj Aqy ivSIn order to come up with a good business plan, one needs to spend lySx dI[ies ivslySx dI loV ies leI hY qW ik mwrikt ‘c vDIAw some time on market research and analysis. This analysis is necessiQqI bxweI jw sky[ mukwblw qW hr mwrikt ‘c hI hY[tr`ikMg ‘c sary to make a distinguishing position in the market. In every marmukwblw qW hY pr ieh ienHW hyT ilKIAW g`lW q`k hI sImq nhIN hY: ket there is competition. In trucking the competition includes, but is * BwVy dIAW mukwbly dIAW drW Aqy SrqW not limited to: * sQwpq kYrIAr kMpnIAW • Competitive Freight Rates and Terms * Axigxq CotIAW kMpnIAW (Enr/Awprytr) • Established Carrier Companies ibjns plYn ies qrHW dI hoxI cwhIdI hY jo au`pr ilKy mukwbly • Numerous Small Companies (Owner/Operators) 40


Trucking: Market Exposure The business plan needs to detail the strategy to operate within the premises of competition shown above. The business strategy needs to identify and define the target market segment within the bigger transportation market. The different market segments a trucking company can explore are: • General Freight • Specialized Freight • Long Haul (Highway) • Short Haul (Local) • Closed Border • Open Border • Full Truckload • Less Than Truckload (LTL) • Container Movement Throughout the year, trucking business owners keep themselves occupied in managing the day to day business operations. The operational activities include but are not limited to: • Finding good, profitable loads or freight contracts • Ensuring loads on return trips • Billing/Invoicing freight brokers • Managing cash flows (accounts receivable/payables) • Driver recruitment and retention • Payroll and incentives for staff • Equipment service and maintenance • Paperwork, record keeping, permit renewals • Safety and Compliance issues • Technology infrastructure (computers, software) • Business Continuity (preventing and avoiding interruptions) The list can go on and on. With these many activities occupying the truck business owner’s mind, it is obvious that there is not enough time to think strategy. But, what is Strategy? Strategy is the direction and scope of an organization over the long-term: Which achieves an advantage for the organization through its configuration of resources within a challenging environment, to meet the needs of markets and to achieve higher profits for the organization. In general, the company strategy answers the following ‘c kMm krn dI ivDI iqAwr krdI hovy[ ies v`fI tRWsport mwrikt ‘c ies qrHW dI ibjns plYn hoxI cwhIdI hY jo kMm krn sbMDI pUrw ivsQwr dyvy[tr`ikMg kMpnI hyT ilKy KyqrW dIAW sMBwvnwvW l`B skdI hY: • jnrl Pryt • spYSl Pryt • lONg hOl ( hweIvyA) • SOrt hOl ( lokl) • klozf bwrfr • Epn bwrfr • Pu`l tr`k lof • tr`k lof qoN G`t ( AYl tI AYl) • kMntynr mUvmYNt swrw swl tr`ikMg ibzns mwlk Awpxy Awp nUM rozwnw dy kMmW dy pRbMD krn leI lweI r`Kdy hn[ ienHW AwprySnl kMmW ‘c hyT ilKIAW g`lW Swml hn: * cMgy Pwiedy vwLy lof jW Pryt kWtrYkt l`Bxy * ieh insicq krnw ik vwpsI ‘qy vI lof imlx * Pryt bRokrW nUM ibilMg/ ienvoAies ByjxIAW * kYS Plo dw pRbMD (lYx/dyx vwLy Kwqy) * frweIvr r`Kxy Aqy nUM itkweI r`Kxw * stwP dI py rol bxwauxI Aqy h`lwSyrI idMdy rihxw * swz smwn dI srivs Aqy sWB sMBwl * pyprvrk, irkwrf kIipMg, primt rInIaUl * syPtI Aqy kMplwieMs msly * qknIkI qwxwbwxw ( kMipautr, swPtvyAr) * ibzns nUM inrMqr cldy r`Kxw (rukwvtW qoN bcxw Aqy rokxw) JULY / AUGUST 2014

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Trucking: Market Exposure questions: 1. Where is the business trying to get to in the long-term (Direction) 2. Which markets should a business compete in and what kinds of activities are involved in such markets? (Markets; Scope) 3. How can the business perform better than the competition in those markets? (Advantage)? 4. What resources (skills, assets, finance, relationships, technical competence, and facilities) are required in order to be able to compete? (Resources)? 5. What external or environmental factors affect the businesses’ ability to compete? (Environment)? 6. What are the values and expectations of those who have influence in and around the business? (Culture)? In Summary, Strategy is a plan, a “how,” a means of getting from here to there. Strategy is a pattern in actions over time; for example, a trucking company that regularly markets very specialized and expensive freight transportation is using a “high end” strategy. Strategy is position; that is, it reflects decisions to offer particular products or services in particular markets. Strategy is perspective, that is, the vision and direction a transportation company needs to take in order to establish its existence and to compete with other similar transportation companies.

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Kane Is Able Expands Transportation Fleet with Natural Gas-Powered Trucks Third-party logistics provider Kane Is Able, Inc. (KANE -- announced today that it is expanding its transportation fleet with seven compressed natural gas (CNG)-powered trucks. The commitment to fuel-efficient CNG-powered trucks is an important part of KANE’s sustainability initiative to reduce costs and minimize its carbon footprint. KANE’s new CNG-powered trucks are being manufactured by Volvo Trucks at the New River Valley assembly plant in Dublin, Virginia. The Volvo VNL daycab models feature a 12-liter Cummins-Westport ISX12 G engine, and are designed to have excellent maneuverability. Each truck’s range is ap-

proximately 425 miles between fueling. Due to its abundant supply, domestically produced natural gas is less expensive and cleaner burning than other fossil fuels. The CNG-powered vehicles will produce up to 20 percent fewer greenhouse gas emissions and significantly less smog-producing pollutants than their petroleum-fueled counterparts. Advances in vehicle technology now make it feasible to use CNG-powered commercial trucks for long hauls and in the mountainous terrain of the northeastern and western states. A team of KANE officials recently visited Volvo’s Dublin plant for a review of the trucks while they are in assembly. The team included Chris Kane, Mike Albert, senior


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vice president of operations, Larry Catanzaro, director of transportation, and Alex Stark, director of marketing. “KANE has a long-standing commitment to sustainable operations,” said Pete Westermann, president and CEO of KANE. “Volvo Trucks is an acknowledged industry leader in natural gas-powered vehicle technology. Adding these natural gas trucks to our fleet makes good fiscal and environmental sense.” Delivery of the trucks is expected by August. KANE manages 21 distribution centers across the United States, and operates more than 200 power units in its fleet. The CNGpowered trucks will operate out of KANE’s Scranton, Pennsylvania, business campus.

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Maintenance of Safety Records

Maintenance of Safety Records in preparation for an audit


ith any trucking company despite its size, or whether it is and local or long haul, the “A” word seems to shake up the smaller one man operation to the larger fleets. It is a true pleasure to be able to sit down and write this article and hopefully dispel a lot of the fear that has spread throughout the industry. The first and foremost point I would like to emphasize is that maintaining safety records should start at the time you start and company not at the time you receive a letter for an audit. In fact, if as a company you are maintaining your safety records are monitoring your safety diligently and working to improve your safety rating you should in most cases (but not all) not be having an audit. Let’s go back to when you first applied for DOT/MC Number. At the time you applied you answered several questions on line that pertained to Driver qualification files, Vehicle condition, maintenance of safety files, monitoring of Hours of service and your safety polices. It is imperative to remember that you agreed to all the statements on the FMCSA registration thus, completed a legal document stating that those processes were in place. At that point the processes should already have been implemented. In my experience, 9 times out of 10 when I see a client regarding an upcoming audit none of the requirements have been implemented and no monitoring has occurred. Most people tell me they had no idea what was required of them in the first place. As a transport company you should be familiar with The FMCSA safety information available on line, you CSA scores, understand the CSA scoring and processes and book mark the page and the guides because you will need to refer to them on a constant basis. When you start your company I like to think of it as starting with a “clean slate” and it is your opportunity to develop and grow your business and implement safety practices that are beneficial for your drivers, your company and for the communities in which 44

you operate in. You should at the point of starting your company register to view your safety profile and monitor your CSA stats and be able to review consistently during set periodic intervals your safety ratings. What are your driver contraventions like? How many and how frequent? How many scale inspections? How many were OOS or fail at roadside? Why? Analyzing your report regularly will enable you to see a clear picture of your company. But analyzing is just the first step. You need to take action. In an audit situation there are various areas in a company’s safety records that are looked at. I like to think of it as pieces of a pie:

Section 1: Driver Qualification files This encompasses all driver records, employment applications, drivers abstracts, licensing requirements, pre employment verification form previous employers,drug testing results, tickets, and most importantly disciplinary policy documentation for that particular driver. One common mistake I always see is a “temp driver” hired for an emergency for a few hours and no drivers abstract on file and no application. The answer I typically get is “it was an emergency and I needed a driver to take the load”. In that one trip, and that one emergency you as a

company owner don’t even know if: He had a valid license, If his license was suspended or prohibited or cancelled, and what his driving history was like. The risk you have taken for that “emergency” by not checking a recent abstract could be very dangerous for yourself, for the driver and for the public. Another common problem in drivers files, is excessive contraventions, hours of service violations and log falsifications by a driver. Just checking your log books is not enough. What have you done as a company to educate, train or discipline your drivers? Do you have proof of that documentation on file? Have you taken those steps within the appropriate time frames and acted accordingly? If you look back at your implementation of disciplinary policy is your driver improving? These are questions you need to ask yourself on a regular basis to ensure your driver files are adequate. Therefore, when driver qualification files are being audited there are many aspects that are looked at and reviewed to ensure you are following your obligations. I would like to stress there are many areas to be discussed in depth and be elaborated on but for the purposes of this article it is to assist you with an overview. Section 2: Vehicle Records There are many areas looked at in this section. Valid Registration records for power units and trailers, Valid annual inspections and historical annual inspections. Road side inspections inspections, maintenance records and PM records and schedules. In this section many companies have several misunderstandings. The common response I always hear is: “I have owner operators and I am not responsible for the maintenance to their unit that is their responsibility.” Wrong. First step back and take a look: Whose authorities are they using? Yours. If, an accident were to occur because of mechanical defects, who will be responsible? Owner Operators MUST provide proof of their repairs to the company on JULY / AUGUST 2014

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Maintenance of Safety Records a regular basis (within the required guidelines) and as a company you must ensure regular maintenance is occurring as well as a scheduled preventative maintenance plan. As a carrier do you have a scheduled system to advise you of annual inspections coming due or PM maintenance that needs to be done? Technology in our industry has jumped leaps and bounds and there are a variety of software systems that automate all your schedules for you so you can maintain your fleet in a less labor intensive manner. Important to also look at is your profile report. How many road side inspections this month? How many OOS/Fails? Is it the same drivers or owner ops? Is it a company unit or an owner op? Do you see consistent trends that can help you see where you need to improve? Are you constantly encountering vehicle condition violations? If so why? I hear many a company tell me: “I can’t believe I got an out of service” I had just had a full inspection at my mechanic shop”. If that is the case, then why did it occur? Did you speak to your mechanic? What exactly was done and how often is this occurring? Bottom line, companies need to analyze what is going on within their company. Improving your


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vehicles safety performance will not magically happen unless you delve a little deeper. Your carrier profile should be your main tool to tell where you need to improve. And, ensure your drivers hand in all their roadside inspections not only because it is required by law but because you need to see what violations occurred if any, take corrective action to repair the vehicle and you need to ensure the driver is also aware of what has occurred so it doesn’t repeat. I also hear companies always tell me: “Are you kidding? A preventive maintenance schedule? Who is going to pay for that? There is no money left for me to spend on a PM plan”. It has been proven, that regular care of your equipment at regular intervals may seem like extra money slipping away at first, but there are long term positive effects. By fixing “minor” problems before they turn into “major” OOS issues, you can alleviate a lot of costly repair charges, towing charges and fines. So, in the long run you will be saving money. Talk to your mechanic about what can be done. Also, speak to your safety inspectors at your office, get to know them you will find that they are there to assist you. And, if they do come into audit your records at least you have taken the appropriate steps to follow your requirements. Section 3: Hours Of Service Records The most controversial section I have saved for last. One thing I want to stress is to improve in this section you must get to the root cause. It is not good enough to just check log books. You need to ask yourself who in my organization is dispatching the drivers? When we dispatch a driver do we know how many hours they have available to them at that point? Do they call in to dispatch at regular intervals so we are monitoring where they are and how much time they left before they need to rest? Are they handing in all their required mandatory supporting documents with time so we can ensure we are checking their logs and their logs are accurate? If a driver has gone over hours, when did we as a company find out? What did we as a company do about it? Did the driver need more training? Is this a consistent problem where disciplinary action needs to be taken? If so, are you monitoring to ensure the driver has improved? When your logs records are audited supporting documents must be provided and yes, Fuel with time must be provided. For a full list of required supporting documents please refer to the carrier safety guide for further details. I am told by many carriers: “My

dispatchers are too busy they don’t have any time to be checking how many hours a driver has that is a drivers responsibility not mine”. Again, I have to disagree. It is equally the responsibility of the company (if not more) to ensure that their drivers are not fatigued and not driving over hours. There are many ways to monitor this from excel templates to calculate HOS, to GPS tracking and EOB recorders. Lets not foget we are around the corner from E logs becoming mandatory in a very short time. At the end of the day, it needs to be done if you want to ensure your records can stand up to the audit. One important point to stress with this section: What has happened in the past has happened. You cannot scramble weeks before an audit to try and get logs ready for an audit without knowing what has taken place. You must monitor daily, weekly, and monthly to ensure your log books stand up to the audit. And, disciplinary policy must be meaningful, implemented within the specified time period and must account for the drivers violations in detail. So, in a nutshell, you need to implement processes that ensure you are monitoring your records and if you have, you should be ready for the audit with open arms! In summary, there is a lot more that can be discussed and elaborated upon, but I can only hope that Carriers come out with certain key points: -If you haven’t implemented appropriate safety practice to cover the above you need to do so now! -If you are in the business of commercial transport safety is part and parcel of your business, and it is a business so you need to focus time and resources to safety. At the end of the day it will affect your business, and it will affect your bottom line. - There are many resources available to help you from technology to people. But remember, at the end of the day it is your company and you need to be aware of what is going on. Finally, one thing must be realized is that if you have an audit there is a reason. Rather than taking the negative perspective, look at the positive. This is a signal that you need to improve, if you take action now, it can save expenditures and lives down the road. Use the audit as a purpose for learning and improving because at the end of the day this is your livelihood, is in not worth the effort?







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