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Kriska wishes to offer a warm welcome to the owner operators, company drivers, and office associates of Mill Creek Motor Freight – we will achieve great things together!

For additional information E-mail or Call Mill Creek Toll Free:

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CONTENTS ADVERTISERS A One Financial .................................. 27 Benson Tire .......................................... 19 Bloomfield Truck Stop .......................... 21 Castrol Heavy Duty Lubricants ............. 7 Challenger.............................................. 5 Cool Heat Truck Parts ............................ 25 Espar Heaters ....................................... 11 G & G Trucking Solutions .................... 31 Glasvan Great Dane ......................... 13 Hendrickso......................................2,3 Howes Lubricants ................................ 9 J D Factors ........................................... 17 Kriska Transportation ............................ 2,3 Mercado Capital Corporation ......... 15, 41 Michelin...............................................47 National Safety Code Complaince ....... 33 Neetu Dhaliwal - Remax ................... 39 Peterbilt ............................................... 48 Quick Truck Lube ................................. 29

08 14 18 26 32 36 38 40 42

Safety by any other name su`irKAw dw koeI dUjw nWA

Driver Shortage escalating operating costs frweIvrW dI Gwt jo kr rhI hY KricAW ‘c vwDw

The Consequences of Bad Credit mwVy kRYift dy nqIjy

Education in Trucking tr`ikMg Kyqr iv`c is`iKAw

Unified Carrier Registration XUnIPweIf kYrIAr rijstRySn

Trucking, Transportation or Logistics?

No load is worth your life Freight Management: A Collaborative Approach PRyt mYnyjmYNt: ie`k sWJw Xqn

Winter and General Safety srdIAW dw mOsm Aqy quhwfI sur`iKAw

RD Truck & Trailer Repair ............... 34 Sarnia Service Centre .......................... 21 Tiger Tool ........................................... 45

46

Truck Drivers are Safest Drivers on the Road

Bison Hero Vijaydeep Sahasi

30

There are

better ways.

11 Hours of Service Rules Biggest Headache for Executives 13 Wireless Roadside Inspections A Reality?

14 Driver Shortage escalating operating costs 17 FMCSA outlines priorities 22 Insurance Survey Reveals Canadians Still Drive Using Smartphones 24 The amazing difference between halogen and LED headlights.

28 Should drivers skill match equipment or should equipment match the drivers skill level?

www.desitrucking.com

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L.A. Planning to Build e-Highway for Electric Trucks

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Dispatcher (LEFT) 8 yrs with Challenger MIKE FOSTER

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5

Editor’s Note / sMpwdkI Truckers the Real Heroes Deserve Respect and Better Lifestyle Many times when we watch movies, we see heroes performing dangerous stunts. These stunts create a heroic impression in our minds. Although the stunts in movies are often not real, they do offer a few hours of entertainment, and earn millions of dollars in revenue.

In relation to movies, I don’t know if people ever realize the heroic and ‘real’ stunts truckers perform on daily basis, and the hardships and difficulties they endure. Most people also do not have a very good impression of truckers; drivers or pedestrians regularly yell at truck Dilbag (Ron) Dhaliwal drivers. If an accident happens that involves a truck, the first thought in most minds is that it is probably the trucker’s fault. To top it off, the news media is not far behind and generically label truck drivers as drug dealers, even though the reality is much different.

Trucking is a profession, and like doctors, teachers, and engineers, commercial drivers are professionals in their work. They are our real heroes; driving a big vehicle with thousands of pounds of loads through tough road and weather conditions is nothing less than a dangerous stunt. But, they manage to complete their deliveries every time, even by putting themselves in extreme danger.

Many accidents happen on our roads, and truckers also lose their lives. They drive through -40 degree temperature so that critical equipment reaches on time, others can have a hot meal on their table, and patients in hospitals can get their medicine on time. Is this not a heroic stunt – to save lives in reality as compared to on-screen? Don’t you think they are our real heroes? These truckers are happy, even if they don’t get millions of dollars and have a big following like movie heroes. We should, and must, at least give them their due respect.

Again, winter is at the doorstep, bringing snow, icy roads, and reduced, or even zero, visibility.

I hope you are well prepared for the upcoming winter season. Please make sure you double check your winter preparation list before embarking on your route. Our cover story and additional articles in this issue are based on the upcoming weather. We want you to be safe as no load is worth your life. God bless you and your family. Desi Trucking Magazine team salutes to you, the real heroes…

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 www.SpicyCreatives.com 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

AslI hIro, tr`kW vwly ie`zq Aqy vDIAw jIvn-SYlI dy h`kdwr hn[ AsIN Aksr hI i&lmW ‘c hIro nUM v`^ v`^ qrW dy ^qrnwk stMt krdy dyKdy hW, BwvyN ik ieh stMt Awm qOr qy AslI nhIN huMdy pr iPr vI iehnW dI hIroigrI swfy idlo-idmwZ qy pRBwv C`fdI hY Aqy AsIN iehnW dy pRsMSk bx jWdy hW[ swfw ku`J ku GMty mnorMjn krn bdly iehnW nUM kroVW fwLr imldy hn Aqy bhuq swry swfy vrgy pRsMSk vI[ jykr dUsry pwsy nzr mwrIey qW mYNnUM nI lgdw ik bhuqy lok tr`kW vwilAW dy hr roz dy AO^y Aqy ^qwnwk stMtW bwry vI bhuqw jwxdy hoxgy? tr`kW vwly vIr dI izMdgI sVk au~pr ikMnI kiTnweIAW BrI huMdI hY, ies dw Aihsws Swied Awm lokW nUM nhIN hY[ Awm lok dI tr`kW vwilAW pRqI soc vI bhuqI vDIAw nhIN huMdI, auh Aksr hI sVk qy frwieivMg smyN iehnW dI nukqwcInI krdy Aqy tr`kW vwilAw qy ic`lWauNdy dyKy jw skdy hn[ jykr sVk qy koeI AYksifYNt ho jwvy ijs iv`c koeI tr`k Swiml hovy qW pihlw pRBwv ieh jWdw hY ik ksUr tr`k vwly dw hI hovygw[pr scweI ieh hY ik bhuqy kysW ‘c tr`k vwilAW dw ksUr nhIN ink`ldw, pr aus smyN q`k myry keI vIr jwn guAw bYTy huMdy hn[ rihMdI ksr mIfIey ny k`F id`qI jo gwhy-bgwhy iehnW au~pr fr`g trYPtr hox dw lybl lwauNdw rihMdw hY jdoNik scweI ieh hY ik bhuigxqI tr`krz imhnq Aqy iemwndwrI dI rotI KWdy hn[ tr`ikMg vI dUsry ik~iqAW ijvyN fwktrI, pVHwauNx, ieMjnIAirMg Awid dI qrW ie`k ik`qw hY Aqy tr`kr vIr Apxy ies ik`qy nUM bVI inpuMnqw nwl inBwauNdy hn[ mYN qW khMUgw ik ieh Asl izMdZI dy hIro hn[ie`k v`fw vhIkl ijs au~pr hzwrW pONf Bwr l`idAw hovy, kwbU ‘c r`K ky clwauxW koeI Kyf nhIN, ^ws krky hdoN ^rwb mOsm, phwVI rsqy, br&W nwl l`dIAW sVkW hox, ieh kMm iksy hIroigrI qoN G`t nhIN[ AslI izMdgI dy ieh hIro -40 ifgrI iv`c sVkW qy mOq nMU m^OlW klolW krdy smwn Fox iv`c l`gy huMdy hn qW ik Awm lokW nMU grm grm &Uf iml sky, hspqwl ‘c bY`f qy mrIzW nUM dvweI dI aufIk nW krnI pvy[ kI ie`h kMm iksy hIro nwloN G`t hn? kI mOq nwl ^yf ky Awm lokW dIAW zrUrqW pUrIAW krnW AslI hIropuxw nhIN hY[BwvyN i&LmI hIroAW vWg iehnW nUM ies kMm dy kroVW fwlr Aqy bhuq swry &Yn qW nhIN imldy, pr ieh ie`zq mwx siqkwr dy qW pUry h`kdwr hn[ srd ru`q bUhy qy ^VI hY, BYVw mOsm, br&W nwL iqlkvINAW sVkW, DuMd kwrn G`t id^weI dyxw, mYnUM pUrI aumId hY ik ies mOsm dw swhmxw krn dI qusIN pUrI iqAwrI kr leI hovygI[ikRpw krky Awpxw s&r SurU krn qoN pihlW AwpxI ilst ie`k vwr iPr cY~k kr lvo[swfI ies vwr dI kvr storI Aqy hor LyK vI Awaux vwly mOsm dy au~pr ADwrq hI hn[AsIN quhwnUM Aqy quhwfy pirvwr nUM sur`i^Aq dyKxw cwhuMdy hW[ pRmwqmW quhwfy isrW qy h`Q r`Ky, dysI tr`ikMg mYZzIn tIm AslI hIroAW nUM slUt krdI hY… 6

JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

Cell: 604-767-4433 E: jdhatt@desitrucking.com

Cell: 416-875-3820 E: info@desitrucking.com

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

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7

Safety by any other name

Safety by any other name

A

s we go about our daily routine, driving, we probably cross railway tracks about a dozen times and never ever give those tracks a second thought. It is this thinking or more correctly, not thinking, that is dangerous.

Whether the tracks have no warning protection or whether it has lights and bells, all crossings are marked on the road warning of their presence and it is those warning to which we must pay attention. There is always a small warning sign on a post. More often than not there are cross bucks painted on the road approaching the tracks and always there is a cross buck sign posted close by the rail crossing.

Not only is it expensive when there is a collision between a vehicle and a train, invariably it is the fault of the vehicle. The train has the right of way, no ifs ands or buts.

In Canada there are on average, forty wrecks every year between large commercial trucks and trains. In the past few weeks, there have been several, two of which come to mind. There was one at the Emerson MB International Border Crossing between a truck and train. Again, there was one on the Trans-Canada Highway at Moose Jaw. At both of these rail crossings the view is not obstructed and visibility is measured in kilometres. Yet, in both cases a collision occurred. While the Transportation Safety 8

Board hasn’t ruled on either of these recent cases, you can rest assured that “human error” on the part of the truck driver was a key factor.

In the recent past, there have been wrecks of import.

The first and most prominent at least for me was a bus train collision in Ottawa that killed six people – the bus driver and five of his passengers. Again the TSB hasn’t ruled a cause to date and probably not for a few more months. These investigations are thorough and leave no stone unturned, so naturally take a great deal of time and effort to arrive at the cause.

Lawyers don’t wait for TSB findings but make assumptions and in the case of this bus and it’s dead passengers, the law suits are in the mega millions. It will take years, maybe decades to have these cases work their way through the courts and “blame” assigned but let’s just say, legal careers are being made with this particular wreck.

Recently a Nevada jury did have one of these wrecks work it’s way through its court system and predictably found the commercial truck driver and truck owner at fault and responsible for the cost of the wreck. In this particular wreck, six people died including the truck driver.

The jury ordered John Davis Trucking of Battle Mountain, Nev., to pay more than

G. Ray Gompf

$4.5 million to Amtrak and the Union Pacific railroad.

The 2011 fiery collision happened on U.S. Highway 95 west of Reno when the truck crashed through the crossing gate and hit an Amtrak passenger train.

Much of the testimony at the trial centered on a National Transportation Safety Board report.

It concluded that John Davis Trucking had disabled the anti-lock brakes on the trailer and that most of the truck’s brake drums were seriously worn.

There are undoubtedly many more millions to be paid out as a result of lawsuits on behalf of those killed in this wreck. But, now that a court has ruled a fault judgment, the suits will be brought to a conclusion.

These few examples are the critical thoughts in our minds as we cross each and every rail crossing in our daily life. We can not slip for even a second into absent mindedness. We may get away with being absent-minded a thousand times but it’s that one time that makes matters.

Because we DO get away with being absent-minded so often, we fall into that state of complacency that allows us to think we’ll never get caught. Never allow yourself to reach that point. Particularly, as a commercial driver, be constantly vigilant about your surroundings and never let that NOVEMBER / DECEMBER 2014

Safety by any other name

su`irKAw dw koeI dUjw nWA jdoN AsIN hr roj frweIv krdy jWdy hW qW keI vwr AsIN rylvy trYkW nMU pwr krdy jW[ pr AsIN kdy vI iehnW vwry lMGx qoN bwAd dUjI vwrI nhIN soicAw[ kI swfI ieh soc jW ieh kih leIey ik nw socxw hI, Kqrnwk ho skdw hY[ iehnW krwisMg au`qy keI vwrI BwvyN icqwvnI sbMDI lweItW Aqy GMtIAW l`gIAW hoeIAW hn Aqy keI QW nhIN vI, pr sVk au`qy ies sbMDI icqwvnI ilKI huMdI hY ijs v`l jrUr iDAwn dyxw cwhIdw hY[ ie`k P`ty ‘qy sdw hI icqwvnI ilKI hoeI huMdI hY[ bhuq vwrI rylvy trYk qoN pihlW kwtvyN inSwn sVk ‘qy pyNt kIqy hoey huMdy hn[ rylvy tRyn dI iksy vhIkl nwl t`kr hox nwL hoey nukswn dw qW AMdwzw lwauxw vI AoKw hY pr ies t`kr ‘c ksUr kyvl qy kyvl vhIkl vwLy dw hI huMdw hY[ibnw iksy ikMqU pRMqU dy tRyn nUM pihlW lMGx dw h`k hY[ knyfw ‘c hr vrHy v`fy kmRSl tr`kW Aqy tRynW ivckwr t`kr hox dy AOsqn 40 hwdsy vwprdy hn[ ipCly ku`J hPiqAW ‘c vI keI vwpry hn pr aunHW ‘coN do myry swhmxy hn[ienHW ‘coN ie`k qW AYmrsn AYm bI ieMtrnYSnl1 HowesDesiTruckingHalfPage_W14.pdf bwrfr krwisMg ‘qy tRyn dw ie`k tr`k nwL

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Safety by any other name train sneak up on you.

When I was in High School, a class mate of mine died in a car/train collision along with his father and younger brother. That was more than fifty years ago.

His name was Lawrence MacKenzie. Their farm lane, leading to the road, crossed a rail way track, so they certainly knew the train ran by very often both day and night. Yet, the old story of familiarity breeding contempt must have played a role. Visibility was not an issue.

Yet I still went to that funeral and saw those three caskets draped in white. Three different sized caskets; an adult size; one slightly smaller (Lawrence) and the baby size (the little brother). I can still smell the flowers in the church. Yes, that wreck has had an affect on my life. It has made me think of safety and in particular rail safety for my entire life.

The other day, several of us from my hometown were remembering Lawrence. I think it was me that brought his name up and there was not a person among us that didn’t remember the occasion of Lawrence’s death. It was indelibly etched in each of our memories.

When I was in the Army, I was the one always aware where railway tracks would intersect with roads and believe me, we crossed a lot of unmarked crossings on private land where there were no warning signs.

When I became a trucker, I was the one slowing down to the prescribed speed limit approaching rail crossings and doing all those things recommended to become aware of if there is a train closeby. Rolling down the window to improve hearing, turning down radios so there was no distractions listening for trains; looking both ways along tracks and then remaining in the same gear until having passed over the tracks.

There is a rail crossing not far from my home in which I cross regularly. I slow for this crossing every time, yet I can’t tell you the number of cars that have passed me going in my direction across these tracks because they can’t risk a few seconds of their life to be safe. It’s such a shame that people feel the need to sacrifice safety for time.

It costs me zero time to ensure I’m safe yet so many people feel such verification of safety is worth their while. That’s the sadness associated with what we allow ourselves to forget about personal safety for the sake of expediency.

Our governments and railway companies spend millions each year to prevent rail crossing incidents, conducting awareness programs, making information easily available for all to use, yet in our industry, every year, there are on average forty incidents involving commercial trucks and trains. This is forty wreck too many and until we can bring that number to zero, and zero is the only goal worthwhile, then we have not achieved a point where we know everyone in our industry is constantly thinking of the outcomes.

Be aware. Be smart. Be Safe.

10

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Desi News

Hours of Service Rules Biggest Headache for Executives American fleet executives are less worried about the economy and more worried about hours-of-service regulations, according to an annual list of the trucking industry’s top concerns.

The list, compiled by the American Transportation Research Institute (ATRI), was released at the American Trucking Associations Management Conference & Exhibition.

• Hours-of-service rules that went into effect in 2013 were the top concern voiced by more than 4,000 trucking industry stakeholders who completed the survey.

• second was the driver shortage, • CSA this year placed third • Driver retention was the fourth biggest concern.

• The fifth biggest concern was the FMCSA’s plans to mandate electronic logging devices.

• The economy, which was the industry’s top concern from 2009-2011 dropped down to ninth spot.

• Driver distraction cracked the list, coming in 10th.

“ATRI’s annual survey of top industry issues gives us direct insight in to all of the

complex forces affecting motor carriers and drivers so that we can plan accordingly, and focus on running a safe and profitable industry,” said ATA chairman Phil Byrd, president and CEO, Bulldog Hiway Express.

“As we all know, the trucking industry constantly faces changes and challenges to how we operate safely and efficiently,” ATA president and CEO Bill Graves said.

“However, our industry has always responded to these issues with determination and ATRI’s work gives us the information to decide where to focus our energies first and foremost.”

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11

Government Agency Works to Help Improve Fleet Operations

T

he National Research Council (NRC) is going to help fleet owners improve fuel efficiency, reduce repair and maintenance costs, decrease engine idle times, and minimize their environmental footprints.

NRC created Fleet Forward 2020 and promises fleet manager in trucking, mining, defence equipment and transit sectors “customized technical services” and offers to “collaborate with you on mutually-defined projects,” assuming the projects fall into one of four specified areas:

• Operational effectiveness—NRC offers services from “engineering design to modeling, simulation, prototyping, testing, evaluation and product integration” with the goal of checking equipment and trucks for “dynamics, mobility, durability, functionality, maintainability, and operability in harsh climate as well as the performance of on-board mechanical, electrical and electronic systems.”

• Vehicle diagnostics and prognostics—NRC will take a company’s fleet data and use that as a basis to transition companies away from “time-based maintenance to asset condition-based maintenance.”

• Power management—Fleet Forward 2020 promises to develop power management systems that focus on fuel conservation, alternative fuels and intelligent fuel use.

• Enhanced aerodynamic performance—NRC will use road testing, computational fluid dynamics (CFD), and wind tunnel testing to assist fleets in developing tailored aerodynamic solutions.

Fleet Forward 2020 program leader Cristian Tabra said the initiative has concrete goals to meet.

“If you look at the trucking industry, you have 120,000 tractors, give or take, and 200,000 trailers. There are a lot of variables, but overall, in terms of cumulative benefits, we’re looking at about $450 million in total savings. That includes fuel consumption savings. That includes savings in repairs and maintenance as a result of applying various technologies—we’re talking about vehicle diagnostics and prognostics that, in our mind, will help reduce maintenance costs. Aerodynamic drag reduction devices will generate savings in fuel consumption, and so on.”

Tabra also expects Fleet Forward 2020 to have a positive ben12

efit on employment figures.

“In terms of jobs created, we’ve said that if we develop all the technologies we want to, which somebody will then have to produce, we anticipate the creation of about 1,200 jobs.”

In order for Fleet Forward 2020 to achieve its goals, it will need co-operation from OEMs that produce fleet equipment as well as the companies that purchase that equipment for their trucks. Tabra expects organizations will be attracted to what NCR has to offer.

“There are many large OEMS that regularly come to NRC because of our world class expertise and facilities. Also, the fact that we are very competitive in terms of price when it comes to some other facilities, especially the ones in Europe and the US. That’s a clear advantage for us,” he said.

In order to familiarize trucking companies and private carrier fleets with what NRC has to offer, Tabra said there are outreach efforts happening.

“I can tell you that we are doing everything we can to engage as many fleets as possible by going to trade shows and organizing workshops and so on.”

When asked if he thinks NRC will attract fleet partners, Tabra answered affirmatively.

“My personal opinion is the big fleets will engage and work with us. I’m thinking of Groupe Robert, Wal-Mart, Sobey’s, FedEx, Canada Post, those types of fleets. That’s what I believe will happen.”

He added that NRC is doing everything it can to make it easy for fleets to get involved in the program.

“All we need to do is make contact [with the fleet] either by e-mail or phone and then what happens is we sit down with that company and have a discussion. We ask what they want to accomplish, the requirements, and so on. One of the first things we do, especially if we’re talking about proprietary technology, we sign an NDA so everybody is protected, especially the fleet.

What follows next is we put together a proposal for the client in which we outline the scope of the work, the schedule, the cost, the deliverables, everything. That becomes a contract that is eventually accepted by both parties. Then the work gets done. That’s the flow.”

While there is no cost for organizations to join Fleet Forward 2020, they will be expected to pay for all or a portion of the financial costs of any project that is undertaken on their behalf.

As for why NRC developed this program, Tabra said it makes sense to focus on transportation due to its role in the Canadian economy. “Transportation is a critical industry to Canada. At NRC we said ‘let’s put the best people and research facilities we have to support the transportation industry.’ It took us some time to connect with the industry and understand its needs, but we put together a strong business case and business plan and said, ‘we can make a difference. We can help the transportation industry because we have world class expertise and facilities at NRC.’” NOVEMBER / DECEMBER 2014

Wireless Roadside Inspections a Reality?

I

t seems everything has been turning towards the “smart” and wireless side of technology. The Federal Motor Carrier Safety Administration (FMCSA) has been testing a new technology to perform wireless roadside inspections on trucks traveling at highway speeds. Testing will enter its final phase by December 2015.

The FMCSA has been trying to make wireless roadside inspection (WRI) a reality for several years. The goal will soon come to fruition as there are currently 20 inspection sites in the southeast are ready for the field-testing phase. That number is expected to grow by December 2015.

The WRI’s interface will be developed by ISE and will obtain the location of inspection sites to create “geofences”. When a truck crosses a “geofence”, it will be scanned and the software will transmit information like logbooks and credentials to the system.

The information gained will be transferred to enforcement personnel to alert them if the truck needs to be pulled over and reviewed.

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Driver Shortage escalating operating costs Operating costs for trucking companies are on the rise again after falling slightly in 2012 according to a new study by the American Transportation Research Institute.

While operating costs fell between 2008 and 2009 and again in 2012, the average cost per mile rose from $1.65 to $1.68 in 2013. The increase in average operating costs is being mostly attributed to the driver shortage and wage increases at motor carriers looking to ensure retention of qualified drivers.

“Carriers have experience significant increases in equipment and labor costs, as well as second level items like tolls and health care benefits,” said Andrew Boyle, an ATRI Research Advisory Committee member.

After the Great Recession and a sharp decline in fuel prices resulted in decreased industry costs between 2008 and 2009, costs steadily rose through 2010 and 2011, with a slight decline in 2012.

Fuel now consistently represents the largest share of total average marginal cost for motor carriers, followed by driver wages and equipment lease or purchase payments.

The new findings were part of a 2014 update to the Operational Costs of Trucking report that ATRI originally published in 2008. The report details average costs per mile as well as costs per hour and cost breakouts by industry sector.

There were three new questions added to this year’s survey to assess emerging issues: • Motor carrier use of electronic logging devices (ELD) to log driver hours-of-service. The response was split almost evenly with 53% of respondents reporting some ELD use. It is assumed that this figure will increase rapidly as the industry responds to the upcoming Federal Motor Carrier Safety Administration ELD mandate expected in 2016.

• Euipment trade cycles, or the frequency of vehicle turnover. Trailers are held an average of 12.2 years, while trucktractors are replaced on average every 6.6 years. Additionally, respondents report an average of over 795,000 miles before replacing tractors.

• Primary commodities hauled. General freight accounted for one-quarter of responses, followed by refrigerated food (19%) and manufactured goods (9%) as the top three responses.

• Since its initial publication, it is one of the most requested reports among industry stakeholders, said ATRI.

14

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L.A. Planning to Build e-Highway for Electric Trucks

L.A. Planning to Build e-Highway for Electric Trucks AYl ey v`loN ielYkitRk tr`kW leI eI-hweIvyA bxwaux dI Xojnw

A

n experimental new road design project in Los Angeles, dubbed the eHighway, is being built for a portion of the busy Alameda Corridor, between the ports of L.A. and Long Beach.

Siemens has been selected by the South Coast Air Quality Management District(SCAQMD) to install a one-mile stretch of the eHighway system, which consists of the electrification of select highway lanes via a catenary system. It’ll work by supplying diesel-hybrid and battery-electric trucks with electric power via automated current-transfer devices called pantographs, similar to how modern day trolleys or streetcars are powered on many city streets.

The company says the system will reduce fuel consumption, substantially reduce CO2emissions, and lower operating costs. Siemens and the Volvo Group, via its subsidiary Mack Trucks brand, are developing a demonstration vehicle for the project.

Construction is already underway, and officials expect the two-way, one-mile system to be operational by July 2015.

SCAQMD will then conduct a yearlong test of the system using up to four different trucks, each with a different engine type and fuel source, according to local media reports.

“The logic of the eHighway system is very compelling for cities like LA, where many trucks travel a concentrated and relatively short distance. Highly travelled corridors such as this are where we will initially see eHighway being applied,” says Matthias Schlelein, president of Siemens’ mobility and logistics division in the U.S. Siemens has already been testing a prototype of this overhead system at one of its German facilities.

Stakeholders are hoping to eventually expand the system along the remaining three miles from the ports to the major railhead, and there are discussions underway about a 20-mile northwest corridor that could connect the ports with inland warehouse complexes.

16

lws eyNjlz ‘c AlmYfw korIfor dy ruJyvyN Bry hweIvy dy AYl ey dI port Aqy lONg bIc dy ku`J ih`sy ‘c eI hweIvyA bxwaux dw qjrbw krn Xojnw hY[ swaUQ kost eyAr kuAwltI mYnyjmYNt ifsitRkt ( AYs sI ey ikaU AYm fI) v`loN ies kMm leI sImnz nUM cuixAw igAw hY[ies Anuswr ie`k mIl eHighway system ‘c ies qrHW kIqw jwvygw[ies ‘c kytnrI isstm nwL hweIvyA dIAW ku`J lynW dw ibjleIkrn kIqw jwvygw[ies ‘qy fIzl hweIibRf Aqy bYtrI ielYkitRk tr`kW nUM ibjlI dIAW qwrW nwL Awtomytf krMt XMqr ijnHW nUM pYNtogrwP AwKdy hn Aqy ijnHW nwL keI SihrW dIAw sVkW ‘qy strItkwrW Aqy trwlIAW cldIAW hn vWg hI pwvr id`qI jwvygI[ kMpnI dw kihxw hY ik ies isstm dy cwlU hox nwL qyl dI b`cq hI nhIN hovygI sgoN vwqwvrx nUM pRdUiSq krn vwLI kwrbnfwieAwksweIf gYs vI G`t inklygI Aqy sB qoN vDIAw g`l ieh ik tr`k clwaux dy Krcy vI Gt jwxgy[sImnz Aqy volvo gru`p AwpxI shwiek kMpnI mYk tr`k nwL rL ky pRdrSn krn leI vhIkl vI bxwieAw jw irhw hY[ ies isstm vwLy hweIvyA dw inrmwx SurU ho cu`kw hY sbMDq AiDkwrIAW dw kihxw hY ik ieh tU vyA ie`k mIl lMbw hweIvyA julweI 2015 q`k cwlU ho jwvygw[ AYs sI ey ikaU AYm fI v`loN ies dy bxn qoN bwAd ie`k swl q`k ies nUM tYst kIqw jwvygw[mIfIAw irportW Anuswr ies nMU v`Kry ieMjxW Aqy SkqI dy swDn Bwv iPaul sors iv`c vrq ky vyiKAw jwvygw[ sImnz dy muKI mQwies SlYiln dw kihxw hY ik eI hweIvyA AYl ey vrgy SihrW leI bhuq zrUrI hY ij`Qy bhuq swry tr`k cldy hn ijnHW ny Pwslw vI QoVHw hI qYA krnw huMdw hY pr tr`k ‘qy tr`k ciVHAw huMdw hY[ aunHW A`gy c`l ky ikhw ik bhuq BIV BV`ky vwLy ies qrHW ielwky ‘c eI hweIvy lwgU kIqw jwvygw[ sImnz kMpnI v`loN ies qrHW dw isstm jrmn ‘c priKAw jw irhw hY[ ies ik`qy nwL sbMDq lokW nUM Aws hY ik port qoN lY ky myjr ryl hY`f q`k dy bwkI dy iqMn mIlW ‘c vI ies dw ivsQwr ho skygw[ies Xojnw ‘qy vI ivcwr kIqI jw rhI hY ik 20 mIl dy au`qr p`CmI korIfor jo port nUM vyArhwaUs kMplYksW nwL joVdw hY, nUM vI ies qrHW dw bxwieAw jw sky[ NOVEMBER / DECEMBER 2014

Desi News

Federal Motor Carrier Safety Administration outlines priorities The chief safety officer for the Federal Motor Carrier Safety Administration, Jack Van Steenberg, outlined the agency’s priorities for 2015 during a recent presentation. Van Steenberg spoke on behalf of the FMCSA at the American Trucking Association’s Management Conference & Exhibition, where he named the top five issues for next year.

• publication of a final rule to mandate electronic logging devices.

“We would love to see it get to the secretary’s office in the spring of 2015, and we would love to have a final rule sometime in 2015,” said Van Steenberg. “There is a lot to consider when it comes to the electronic devices. We want to get it right, and we want to get it right the first time.”

• The Unified Registration System. The FMCSA plans to put out new rules that will make it easier for carriers to update their UCR information in order to cut down on the number of carriers deactivated for not completing the updates. Additional tools are in the works to prevent out-ofservice carriers from reincarnating under different names.

• Compliance, Safety and Accountability program.

The agency will continue to work on a rule for safety fitness determination, and it is working to update and modernize elements of driver and truck inspections. One change will eliminate multiple reports of the same violation, such as when a truck has more than one light out or when a driver forgets to sign the logbook on more than one day.

• The agency also hopes to fine-tune the CSA system’s ability to target carriers that maintain operations after being put out of service.

• Finally, the FMCSA is looking to implement the third phase of the CSA program next year. That phase will give investigators new software and other tools for conducting compliance reviews off site.

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NOVEMBER / DECEMBER 2014

17

The Consequences of Bad Credit

Trucking with

By: PASH BRAR

The Consequences of Bad Credit

mwVy kRYift dy nqIjy

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n trucking and in all industries, maintaining good credit is essential for growth and expansion. Not knowing your credit or having bad credit can harm your business and your personal life.

Whenever I sit down with a client applying for credit, I always ask them, “How is your credit?” Some will tell me they don’t know, some say it’s good and some say it’s bad. For those that don’t know, it’s important knowing where you stand before you apply for credit. If your credit score is a poor one, then you can prepare co-signors in advance, or work on improving your credit well in advance. If your credit is good then that’s great. Keep it that way and you have less to worry about when applying for any type of credit. Often people tell me their credit is good and when I check it, it is not. That just causes a lot of problems for the person borrowing money, and the company you’re trying to borrow from.

If your credit is being checked, always tell the truth, as the truth will be uncovered anyways. You make yourself look back and hurt your chances of getting credit if you don’t tell the truth. For those who have bad credit, all hope is not lost, but there will be repercussions for your past bad payment history that you must accept.

For trucking companies, fuel cards on credit are essential. If the owners of the company have bad credit, there will be a huge issue.

Paying cash for fuel will require a large amount of cash on hand at all times, making it extremely difficult to start the business. For larger companies this total will be several hundreds of thousands of dollars and more. It is much easier to have fuel cards and pay one fuel bill each month instead of paying every day. The cash will be tied up to keep paying fuel and you will have issues paying for maintenance, insurance, office staff, rent and drivers later. It is a big advantage to have good credit before starting a company, and - 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.

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24

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19

The Consequences of Bad Credit maintaining that good credit.

Partnerships in trucking are quite common. But if you partner with an individual who has bad credit that partnership is no longer split equally. If one partner has good credit and the others don’t, there will be a reliance on the partner with the good credit to obtain all the credit for the company. I recently saw a partnership dissolve for this reason. The partner with the good credit said all the money issues were on his head and his bad credit partner didn’t contribute equally. As he stated to me, he had everything to lose, while the other person had such bad credit that he had nothing to lose as no one would give him anything.

Individuals and companies with bad credit are not entitled to the very best rates. Some of them talk a good game and try to demand a better rate, but that gets them nowhere. Future credit is all based

on your past. If you don’t have a good past, your interest rate will be higher and sometimes you will be outright declined. Bad credit entitles you to nothing. I had one company enquiring about purchasing several brand new trucks and advised me they had high interest rates on some previous purchases and didn’t know why. I told them why. They had bad credit. High risk = high interest rates.

In trucking equipment is not cheap. Trucks and trailers are not easy to pay with cash. If your credit is not good and you need equipment, there will be big issues.

Whether it’s a company or an owner operator or even for a rental, your credit will be checked. If your credit is bad, you may be declined. Smaller amounts may be possible, but equipment costs are large and larger amounts are harder to come by if you have not maintained a good past credit history. A prospective owner operator who is declined must earn less money and remain driving a truck they do not own, or get a co-signor and a company who is declined may not be able to expand, and can lose loads with no equipment to dispatch.

Driving abstracts and credit as well are often checked when hiring. If you have a poor credit history a company may not want to hire you even with the best driving record. A driver with bad credit cannot be trusted with expensive equipment or with a fuel card. If declined for a job this affects your earnings and affects your entire family.

Not enough credit or too much credit can also pose issues. Owning only one credit card does not justify any lender to loan you large 20

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What is Your Credit Score?

NOVEMBER / DECEMBER 2014

21

The Consequences of Bad Credit amounts of money. One item is not enough. You must have several items of credit. You must prove yourself with a good track record by paying back all of the items in a timely basis. Having too much credit is also a problem.

If all credit cards and lines of credit are all maxed out and you’re only paying minimum payments over a long period of time and have no savings this will cause you problems. You may have spent more than you can afford and it will be difficult to get a deal approved when you can’t afford what you already have. Have credit that you can pay off affordably.

Finding the comfortable balance where you can pay off all credit cards and lines of credit in full each month, make all installments such as mortgages and vehicle and equipment on time, and still have savings is the goal. It takes time to get there, especially if you’ve already overspent. But it’s easier if this is done from the start. But again, circumstances can change any time.

Bad things can happen to good people which may affect credit.

I’ve seen illness, loss of employment and industry declines that affect people who had always paid their bills on time and still have every intention to. Sudden changes in life no can predict, but if in a situation like this, you can work to restore your credit once the situation has been resolved. Your credit stays on your record for seven years.

If you’re able to, try to restore it.

If your credit was bad from the start, try to correct it and show you are able to pay back borrowed money. Options such as secured credit cards are available to get it started.

If you can have good credit going forward and really prove yourself, you will find that doors that were closed by financial institutions in the past might open for you once again.

Insurance Survey Reveals Canadians Still Drive Using Smartphones Driving in Canada while using a smartphone seems to be a bad habit that’s hard to break. Even though most provinces throughout the country have regulated fines for those caught using electronic devices while trying to navigate traffic, a recent insurance survey has turned up the bad news that Canadians continue to use their smartphones and other electronic devices even when behind the wheel of their cars.

Allstate Insurance recently conducted a national survey of more than 1200 drivers.

This Canada Distracted Driver Poll revealed some very disturbing statistics.

One out of every three Canadian drivers who participated in the poll admitted that they checked their smartphone whenever they were stopped temporarily and waiting for a red light to change. Almost 20% of Canadian drivers polled admitted that they sent a text message to another individual while driving. Even though one out of every three drivers polled insisted that getting a ticket and having to pay a fine if caught using a smartphone while driving was enough of a deterrent to help change their behavior. Male drivers proved to be six times more likely to continue to use their phone and drive even after being fined.

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ies nwL vI sm`isAw hI pYdw huMdI hY[ jdoN qusIN pihlW hI AwpxI Awmdn nwloN vDyry Dn Krc kr ilAw hY qW quhwfw nvW krzw mnzUr nhIN ho skygw[ isr ‘qy krzw au`nw ku hI r`Ko ijhVw qusIN sOKy FMg nwL moV skdy ho[ ies qrHW dw smqol r`Ko ik qusIN swrw krzw hr mhIny sOKI qrHW hI vwips kr skdy hovo[swrIAW ikSqW BwvyN auh mwrgyj dIAW hox jW kwr Awid dIAW, smyN isr dyvo[ ies dy nwL hI b`cq krn dw inSwnw vI swhmxy r`Ko[ jy qusIN pihlW hI h`doN v`D Krc kr ilAw hY qW b`cq dy inSwny ‘qy phuMcxw bhuq AOKw hY[ pr jy mu~F qoN hI ies dI Awdq bxw leI jwvyy qW ieh AOKw vI nhIN[ pr hwlwq bdlx dw vI pqw nhIN lgdw[ cMgy lokW nwL vI mwVIAW g`lW vwpr skdIAw hn ijhVIAW kRYift nUM pRBwivq krdIAW hn[ mYN ies qrHW dy lok vI vyKy hn ijhnW ny sdw hI Awpxy ib`l smyN isr id`qy hn pr iksy AxikAwsI ibmwrI, vpwr ‘c mMdw Awaux jW nOkrI Ku`sx dI sUrq ‘c aunHW dw ihswb ikqwb ivgV jWdw hY [ pr keI ies qrHW dI hwlq ‘c vI smyN isr ib`l Awid dyx dI koiSs ‘c iPr vI l`gy rihMdy hn[ ies dI koeI vI BivK bwxI nhIN kr skdw ik kdoN koeI Acwnk qbdIlI Aw jwvygI[ pr jdoN hI hwlwq TIk hox quhwnUM ies ‘qy kwbU pwaux dw Xqn krnw cwhIdw hY[ quhwfy irkwrf ‘qy s`q swl q`k quhwfw kRYift rihMdw hY[ jy qusI smr`Q ho qW ies nUM dubwrw TIk krn dw Xqn kro[ jy quhwfw kRYift SurU qoN hI Krwb cilAw AwauNdw hY qW ies nUM TIk krn dw Xqn kro Aqy ieh swbq kr idE ik qusIN auDwr ilAw hoieAw pYsw vwps kr skdy ho[ ies kMm leI sikaurf kRYift kwrf vrgIAW shUlqW vI imldIAW hn[jy qusIN kRYift nUM vDIAw bxw skdy ho qW ies leI Xqn kro Aqy Awpxy Awp nUM ies qrHW hox leI swbq kro[ies qrHW krn ‘qy quhwnUM ieh pqw l`g jwvygw ik auDwr dyx leI ijhVy drvwzy iv`qI sMsQwvW n yquhwfy leI bMd kr id`qy sn auh ie`k vwr quhwfy leI iPr Ku`lH gey hn[

ieMSorYNs srvy Anuswr knyfIAn fRweIv krdy smyN smwrtPon dI vrqoN krn qoN Ajy vI nhIN hty knyfw ‘c fRweIv krdy smyN Pon krn dI mwVI Awdq fRweIvrW ‘c ies qrHW Gr kr geI hY ik bMdSW dy bwAd ieh Ajy vI c`l rhI hY[ bhuq swry knyfw dy sUibAW v`loN ies sbMDI sKq kwnUMn vI bxwey hn ijs nwL ies qrHW krdy pkVy jwx vwilAW nUM sKq zurmwny vI hn[ie`k ieMSorYNs dy srvy Anuswr ie`k burI Kbr swhmxy AweI hY ik ies qrHW dy frweIvrW dI igxqI bhuq hY jo kwr clwauNdy smyN smwrtPon jW hor ibjleI XMqrW dI vrqoN krn qoN nhIN tLdy[ Awlstyt ieMSorYNs v`loN hwl ‘c hI knyfw Br dy 1200 frweIvrW ‘qy srvyKx kIqw hY[ ies srvyKx ijs dw nWA kYnyfw ifstRYktf fRweIvr pol hY, ‘c keI icMqwjnk AMkVy swhmxy Awey hn[srvyKx ‘c Swml kIqy gey hr iqMnW ‘coN ie`k fRweIvr dw kihxw hY ik jdoN vI aunHW nUM QohVy smyN leI rukxw ipAw, jW lwl b`qI ‘qy KVHnw pYNdw hY qW auh Awpxy smwrtPon nUM zrUr cY`k krdy hn[l`g B`g 20% frRweIvrW dw kihxw hY ik aunHW ny fRweIv krdy smyN iksy nw iksy nUM tYkst mYsyj zrUr ByijAw hY[ hr qIjy fRweIvr ny ieh g`l vI mMnI hY ik ies qrHW kwnUMn dI aulMGxw krn ‘qy pkVy jwx kwrn hox vwLw zurmwnw vI kwPI hY Aqy ieh auhnW dy frweIv krdy smyN smwrt Pon vrqx dy vrqwA nUM bdlx leI jrUr m`dd krygw [ AOrq frweIvrW nwlON 6 guxw v`D ies qrHW dy mrd fRweIvr hn ijnHW nUM ies glqI kwrn zurmwnw vI Brnw ipAw hY pr auh iPr vI ieh glqI dobwrw duhrwauNdy hn[ NOVEMBER / DECEMBER 2014

NOVEMBER / DECEMBER 2014

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Desi News

The amazing difference between halogen and LED headlights.

Headlamps are something drivers use every day, it was arranged with Truck-Lite to see if LED headlamps are really as good as they are reputed to be. Manufacturers such as Truck-Lite use sensitive instruments to measure light output.

There are six LEDs in each assembly, four in the low-beam reflector and two in the high.

Each LED is no more than a quarter-inch square, which totally doesn’t reconcile with the amount of light they produce.

Truck-Lite says they will last about 30,000 hours — about 10 years of average service for an over-the-road truck.

To illustrate the difference between the two sets of headlights, the same Freightliner Cascadia day-cab, which underwent a headlamp transplant between the test runs.

The entire assembly with the halogen lights with a module containing the LED lights.

The test procedure was pretty simple. The truck at the same spot on a dark, deserted stretch of road and took a few photographs from inside the cab to what jumped out immediately was detail visible just off the road, where the trees are on the left in the LED photos. They were not even visible with the halogens. That gives a driver a real edge

when it comes to spotting wildlife lurking at roadside or catching signage in the distance.

The difference was equally obvious on an Interstate highway.

The wide roadway and the sloping roadside were beautifully lit.

What truly made a difference was the color of the light. TruckLite says the color temperature of the LED light — the blue to red shift in the light spectrum — is very close to the color temperature of sunlight, around 6,000 degrees Kelvin, compared to halogen at around 4,000 K. Technically, they are not much “brighter,” but they sure appear to be because of the color.

Interestingly, driving on a busier stretch of two-lane road with opposing traffic, not once did the oncoming driver flash of the high beams annoyed by brighter lights. This is because of the reflector design, which throws light where it’s needed -- straight down the road and low and wide — rather than into the eyes of oncoming drivers.

While they are considerably more expensive up front than halogen headlamps, LEDs will long out-live the first service life of the truck and will give drivers night lighting like they have never seen before.

TTSAO On Side with Plan for Mandatory Entry Level Driver Training The Truck Training Schools Association of Ontario (TTSAO) has announced support for the province’s plans to introduce mandatory entry-level driver training. TTSAO would also like a seat at the table as the standards are developed.

The association says it represents training schools that provide a quality of training that surpasses all provincial requirements. “Membered schools of TTSAO are not the problem,” said Yvette Lagrois, TTSAO president. “Our TTSAO schools produce solid, entry-level graduates. All TTSAO schools offer a 200-hour registered program and have been delivering quality education for decades.”

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The TTSAO wrote a letter of support when the Ontario Trucking Association called on the province to introduce mandatory entry-level driver training standards.

“We were very clear in that letter that we supported mandatory entry-level driver training in principle and we were also very clear that we need to be involved in all communications regarding how mandatory training will roll out,” Lagrois said. “To date, we have had numerous meetings with the government regarding training issues, and recently we have been promised to be at the table for any further discussions with (OTA) Blue Ribbon Task Force as the process moves forward.

NOVEMBER / DECEMBER 2014

Truck Training School Association of Ontario Revamping This year the Truck Training School Association of Ontario (TTSAO) has made some significant changes.

Yvette Lagrois, president of the TTSAO is very pleased with the direction of the TTSAO and the effort of the board of directors. New staff, a new office in Hamilton and a new Web site are among some of the changes for the better.

tr`k tRyinMg skUl AYsosIeySn EntwrIE v`loN kIqIAW ku`J qbdIlIAW ies swl tr`k tRyinMg skUl AYsosIeySn EntwrIE ( tI tI AYs ey E) v`loN ku`J mh`qvpUrn qbdIlIAW kIqIAW hn[tI tI AYs ey E dy muKI AweIvYt lgoRies dw kihxw hY ik auh tI tI AYs ey E dy fwierYktrW v`loN kIqy au`dm Aqy ies v`loN kIqIAW qbdIlIAW qoN bhuq KuS hn[ suDwr leI kIqIAW qbdIlIAW ‘c nvW stwP, hYimltn ‘c nvW dPqr Aqy ies dI nvIN vY`b sweIt ku`J ie`k Aijhy kdm hn jo ik ies nUM vDIAw idSw dyx ‘c shweI hoxgy[ lgRoies dw kihxw hY ik AsIN tI tI AYs ey E nUM nvIN syD dy rhy hW[ aunHW ikhw ik jo AsIN ies ieMfstrI leI krn jw rhy hW aus dy Pwiedy dw tr`ikMg kMpnIAW. ieMfstrI ‘c srivs dyx vwilAW nUM Aqy ieMSorYNs kMpnIAW nUM CyqI hI pqw l`g jwvygw[ tI tI AYs ey E ‘c iPPQ vIlH dy muKI AYf popkI dy dubwrw Awaux ‘qy vI KuSI pRgtweI geI hY[ EntwrIE dy tr`k fRweIvrW leI bdlI kIqy jw rhy G`to G`t stYNfrf bxwaux ‘c vI auh shwieqw krngy[ aunHW ikhw ik tI tI AYs ey E ‘c swfI tIm dobwrw Aw ky kwPI KuS hY Aqy swfy v`loN tRWportSyn ieMfstrI ‘c kIqIAW jw rhIAW qbdIlIAW ‘c m`dd krn nwL ies dw Biv`K vDIAw hovygw[ lgroies Anuswr ikauN ik minstrI AwP tRyinMg, kwljz AYNf XUnIvristIz (AYm tI sI XU) kol swfy ‘qy kMtrol jW kwnUMn Anuswr clwaux leI krmcwrI nhIN ies leI swnUM Awpxy Awp ‘qy kwnUMn Anuswr ingrwnI r`KxI pYNdI sI[ pr hux ieh bdl igAw hY Aqy kMmW ‘c suDwr ho irhw hY[aunHW ikhw ik ies dw ieh ArQ nhIN ik AsIN sMivDwn Aqy inXmW Aqy aup inXmW nUM A`KoN pRoKy kr dyeIey[ aunHW A`gy ikhw ik AsIN qW sgoN ie`k isstm nUM inXmb`D kIqw hY jo ik swfy mYNbr skUlW nUM jvwbdyh bxweI r`Kx ‘c shweI hovygw[ NOVEMBER / DECEMBER 2014

“We’re taking the TTSAO in a new direction. Insurance companies, trucking companies and industry service providers are going to see some true value in what the association does for the transportation industry,” according to Lagrois.

Ed Popkie, president of 5th Wheel Training Institute, was also welcomed back to TTSAO. He will be assisting with proposed changes in Ontario to new minimum standards for truck drivers.

“Our team is excited to be back at

TTSAO helping to implement changes that will make the future of the transportation industry better.” Popkie said. “Before we had to police ourselves because the Ministry of Training, Colleges and Universities (MTCU) did not have the staff and ability to monitor the schools. This has changed and things are improving,” Lagrois said. “This does not mean we have watered down the by-laws and constitution, we have actually put a process in place that will keep our membered schools accountable,” she added.

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www.CoolHeatTruckParts.com 25

Education in Trucking

Education in Trucking

tr`ikMg Kyqr iv`c is`iKAw A`j AsIN qyz Aqy mukwbly vwly dOr iv`coN lMG rhy hW[ kwrj Kyqr Today, we are living and working in a very fast paced and lgwqwr vDIAw kwrguzwrI vwly kwimAW ƒ auqswihq kr rhy hn[ competitive world. Work environments are continually evolving kMpnI iv`c jW audXog iv`c igAwn Aqy muhwrq krmcwrI dI aun`qI to encourage and reward employees who bring the competitive edge. Qualification or Expertise is becoming the deciding factor dw PYslwkun AMg bx gey hn[ ik`qy iv`c bxy rihx leI kwimAW ƒ in employee’s growth within the companies or within Awpxw igAwn Aqy Xogqw lgwqwr vDwaux dI loV hY[ik`qy the industries. Employees need to always enhance their iv`c bxy rihx leI “igAwn hI SkqI” hY ie`k s`cweI knowledge and skills in order to keep themselves on the bx geI hY[ igAwn dw mu`K somW iv`idAW hY[ ies lyK dw right track. ‘Knowledge is power’ is becoming the reality mu`K mnorQ vI tr`k ieMfstrI iv`c is`iKAw dI mhwnqw ƒ for survival. Education is the main source to obtain this auzwgr krnw hY[ ‘knowledge’. This article’s purpose is to highlight the imau~qrI AmrIkw iv`c tr`ikMg ieMfstrI qyzI nwl v`D rhI portance of education in the trucking industry. hY qy vwDw hmySw cxOqIAW BrpUr huMdw hY[ A`j ies ieMfTrucking is one the fastest growing industries in North strI dI s`B qoN v`fI cxOqI pVHy ilKy kwmy l`Bxw hY[ t`rikMg America. With growth, there are always challenges. One is`iKAw dy mu`K Kyqr hyT ilKy pRkwr hn: - Dara Nagra of the biggest challenges in this industry is finding a qual1) kmrSIAl frweIvr: kmrSIAl frweIivMg lsMs MBA PMP ® ified work force. The work force needs to be educated in lYx leI pRoPYSnl frweIivMg tRyinMg dI loV huMdI hY[ ieh all aspects of operations in a trucking business. The main isKwauNdI hY ik kmrSIAl vhIkl nUM syP FMg nwl ikvy areas of education in trucking are: clwauxW hY? pwrikMg ikvyN krnI hY? BIV iv`c moVW qy ikvyN kMtrol • Commercial Driving • Hours of Service (Log Books) krnw hY? prI-tir`p ieMspYkSn jW roV tir`p dI iqAwrI ikvyN krnI • Load Securement • Vehicle Safety and Compliance hY aqy iesdI kdoN aqy ikEN loV huMdI hY? • Drug and Alcohol • Dangerous Goods/Hazmat rof tYst iv`c vhIkl stwrt krnw, rokxw, igAr bdlxy, moV • Border Crossing k` t xy, stIAirMg vrqxw, bYk krnw, pwrk krnw, hweIvy qy pYxw Commercial Driving: This industry is facing a shortage of jW bwhr inklxW, BIV iv`c clwauxw, trylr joVnw jW Al`g krnw qualified drivers. To get a commercial driver’s license, in most Awid siklz dw igAwn id`qw jWdw hY[ cases professional driver training is required. Professional driver 2. kMm dy GMty (lwg buks): knyfw Aqy AmrIkw iv`c kMm dy training can help in: GMitAW Aqy inXmW bwry vI kmrSIAl frweIvr ƒ pUrI jwxkwrI • learning how to operate a commercial vehicle safely hoxI cwhIdI hY[ ieh jwnx leI ik kI frweIvr kMMm dy GMitAW bwry • practicing parking, driving in traffic and other maneuvers in a inXmW dI TIk TIk pwlxW kr rhy hn, lwg bu`k ie`k zrUrI Aqy controlled, low-risk way, and • preparing for pre-trip inspection and road tests mh`qvpUrn swDn hY[ GMitAW dy inXmW dw mu`K mksd Q`ky frThe pre-trip inspection lets the drivers demonstrate that they weIvrW ƒ Arwm dyxw huMdw hY[ jdoN vI ikqy tr`k rukdw hY jW ifautI know how, when and why a pre-trip inspection needs to be done. In bdldI hY qW ausy smyN lwg bu`k pUrI krnI cwhIdI hY-kyvl cMd imMt the road test the drivers need to demonstrate skills such as hI lgdy hn, lwg bu`k Brn leI ie`k do idn dw ieMqzwr PrstRySn • starting and stopping lY ky AwauNdw hY • shifting gears 3. sur`iKAq lof: swrIAW kMpnIAW leI jrUrI hY ik auh CCMTA • turning, steering, backing up and parking duAwrw inrDwrq “ nwrQ AmYirkn kwrgo sikaurmYNt stYNfrf” dI • merging with highway traffic and exiting from highways ieMn ibMn pwlxw krn[ hr swl sYkVy kYrIArz Bwr dI sur`iKAw • driving in traffic, and bwry inXmW dI pwlxw nW krn krky jurmwny Brdy hn jW lof imlx • coupling and uncoupling a tractor unit from a trailer. qoN vWJy rih jWdy hn[hr tr`ikMg kMpnI nUM Awpxy frweIvr tRyNf krny Hours of Service (Log Books): Along with a commercial drivcwhIdy hn ik syP lof ikEN jrUrI hY? ieMj krn leI mu`K loVW kI er license, the drivers need to be properly educated about hours of hn? lof nUM ikvyN Brnw hY, ikvyN sur`iKAq krnw Aqy siQr krnw service rules in Canada and the US. Log Books are a mandatory hY, ies vwsqy kI kI cwhIdw hY? pbilk syPtI dy kI AsUl hn? source of documentation used by regulatory agencies to evaluate Asur`iKAq lof dy kI is`ty inkl skdy hn? Ku`ly jW bMny lof dIAW whether drivers are in compliance with hours of service legislakI sImwvW hn? bMnH ikMnw Bwr sgwr skdy hn? ikvyN prKxw hY ik tion. The main purpose of hours of service regulation is to keep Bwr sur`iKAq ho igAw? Bwry vhIkl, smwn jW mSInrI ƒ Fox leI tired drivers off the road. With proper coaching and instruction, kI kI cwhIdw hY Aqy ies qrHW dy Bwr ƒ sur`iKAq krn dy FMg qrIky drivers quickly find that consistently updating their logs each and kI hn? every time the truck stops or their duty status changes takes only a 4. vhIkl dI sur`iKAw: krYSz Aqy aus nwl sbMDq KricAW qoN few minutes a day to keep their log books current. Waiting a day or 26

NOVEMBER / DECEMBER 2014

Education in Trucking two before bringing log books up-to-date can be a long, frustrating bcx leI kMpnI vhIkl dI shI cox, ausdI TIk dyK Bwl Aqy smyN chore. smyN isr ieMspYkSn bhuq zrUrI hY[ hr kMpnI ƒ cwhIdw hY ik iksy Load Securement: All trucking companies need to ensure ie`k kMm leI cuixAw hoieAw vhIkl ausdI loV Anuswr hovy Aqy that they are in full compliance with the NORTH AMERICAN aus kMMm leI qy Awly duAwly leI sur`iKAq hovy[ vhIkl dI sur`iKAw CARGO SECUREMENT STANDARD as established by the CanIqI iv`c prI tir`p/is&t ieMspYkSn Swml hovy[ mYnUPYkcrr dIAW nadian Council of Motor Transport Administrators (CCMTA) and hdwieqW Anuswr mweIlyj pUrI hox qy rYgUlr mYNtInyNs kIqI jwvy[ the Commercial Vehicle Safety Alliance (CVSA). Every year hunswl iv`c G`to-G`t ie`k vwr mkYink ausdI fMuGweI iv`c prK kry[ dreds of carriers lose freight, experience roll-overs or are fined as mYYNtInYNs iqMn qrHW dI ho skdI hY: a result of inadequate or non-complying load securement. Every a) prIvYNitv mYNtInYNs: (PM) ieh s`B qoN v`D Krcw bcwauNdI hY trucking company needs to train their drivers on: Aqy iesdI vrqoN mYnyjmYNt Anuswr huMdI hY[ Awiel/iPltr bdlxW, • The Importance of Proper Securement lubrIkySn, ih`sy purzy Aqy bYl`tW k`sxIAW, brykW prKxIAW, ieMjx • General Cargo Securement Requirements itauUn-A`p krnw, ryfIeytr mYNtInYNs Awid iesdy AMg hn[ • Guiding Principle of Public Safety A) fImWf mYNtInYNs: Bwv loV Anuswr murMmq[ vhIkl dy kuJ • How Cargo Must Be Contained, Immobilized Or Secured pu r jy audoN bdly jWdy hn jdoN, kMm krnw bMd kr dyxw ijvyN roSnI • Consequences of Improperly Secured Loads vwly blb, ivMfo glwsz, hvw dIAW nwlIAW, vwieirMg Awid[ kuJ ƒ • Elements of A Securement System Gs jwx qy bdilAW jWdw hY ijvyN buS, bYtrIAW, joVH, twier Awid[ • Requirements For Containing, Immobilizing, And Securing e) krweIss mYNtInYNs:- ieh auh murMmq hY ijsdI loV vhIkl Cargo dy sVH k qy Krwb ho jwx vyly pYNdI hY[ BwvyN ieh siQqI PM dy bwvjUd • Working Load Limits & Default Working Load Limits For au q pn ho skdI hY pr huMdI KrcIlI hY[ krweIss mYNtInYNs ƒ cMgI Unmarked Tie-Downs • Identifying Working Load Limits of An Unmarked Securing Device • Calculating Aggregate Working Load Limits For Tie-Downs Attached To The Cargo • How To Inspect Securement Systems • Determining If Cargo Is Secured Properly • Securement Requirements For Heavy Vehicles, Equipment And Machinery • Principles For Securing Heavy Vehicles, Equipment And Machinery Vehicle Safety and Compliance: Selecting, properly maintaining and routinely inspecting company vehicles is an important part of preventing crashes and related Serving Canada Wide losses. Every trucking company needs to ensure that the vehicle selected for parFor All Kinds of Truck, Trailer, Dump Truck, ticular applications is suited and properly Heavy Equipment & Business Loans equipped to permit safe use in that application and environment. A pre-trip/shift tr`k, tYRlr, fMp tr`k, hYvI mSInrI Aqy ibzns lonz inspection routine should be incorporated into the vehicle safety policy and vehicles Construction, Sanitation,Transportation,Oil inspected daily by the driver. Regular main& Gas, Forestery, Manufacturing,Towing, SAME DAY tenance should be done at specific mileage Computers and Tech/Software, intervals consistent with the manufacturer’s Industrial & much more recommendations. A mechanic should do a Cash Flow, Business Loan Cash Invoice same day thorough inspection of each vehicle at least annually. Vehicle maintenance can take the form of three distinct programs: preventaGood or Bad Credit-No Problem tive maintenance, demand maintenance, and 416-273-1701 Toronto: Call Us Today crisis maintenance. While all three types 403-910-1326 Calgary: have their role in the Motor Vehicle Safety For Quick Loan Program, the most cost effective control Vancouver: 604-343-1824 is preventative maintenance. The groundwork for a good preventative maintenance program starts with management. A review of the manufacturer’s specifications and recommendations for periodic preventative TOLL FREE1-877-487-6565 - FAX 1-888-316-2088 maintenance should be integrated with the www.aonefinancial.ca info@aonefinancial.ca actual experience of the vehicles.

APPROVAL

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NOVEMBER / DECEMBER 2014

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Education in Trucking A. Preventative maintenance (PM) is performed on a mileage or time basis. Typical PM includes oil/filter changes, lubrication, tightening belts and components, engine tune-ups, brake work, tire rotation, hose inspection/replacement and radiator maintenance.

B. Demand maintenance is performed only when the need arises. Some vehicle parts are replaced only when they actually fail. These include light bulbs, window glass, gauges, wiring, air lines, etc. Other “demand maintenance” items involve vehicle components that are worn based on information from the vehicle condition report. These include tires, engines, transmissions, universal joints, bushings, batteries, etc. Since these situations are identified through periodic vehicle inspection, they can actually be classified within the PM program.

C. Crisis maintenance involves a vehicle breakdown while on the road. While situations of this type may happen regardless of the quality of the PM program, it is an expensive alternative to not having an effective preventative maintenance program at all. Crisis maintenance situations should be minimized through proper PM procedures.

Every trucking company’s vehicle selection, inspection and maintenance program is only as good as its recordkeeping procedures. Drivers, mechanics and safety consultants need to forward all vehicle maintenance records for record keeping. Proper files need to be maintained for each vehicle.

Drug and Alcohol: Trucking companies are responsible for developing and implementing successful workplace drug and alcohol programs. The programs must have full procedures describing policies, provisions for education and training, drug and alcohol testing, and when needed, referral for evaluation and treatment. Lists of drug tests include: • Pre-Employment: Conducted on new employees before they may perform safety-sensitive duties.

• Post-Accident: Conducted on drivers after accidents involving: a. A citation issued to the driver and disabling damage to any motor vehicle, b. A citation issued to the driver and someone received immediate medical attention away from the scene, or c. A human fatality.

• Reasonable Suspicion: Conducted when a trained supervisor or company official observes behavior or appearance that is characteristic of drug or alcohol misuse.

• Random: Conducted on a random unannounced 28

Aqy TIk PM rwhIN Aqy vhIkl dy TIk irkwrf r`Kx nwl GtwieAw jw skdw hY[ frweIvrW mkYnkW Aqy slwhkwrW ƒ vhIkl murMmq dw swrw irkwrf r`Kxw cwhIdw hY[ 5. fr`g Aqy Srwb: ifaUtI smyN fr`g Aqy Srwb dI vrqoN bwry inqI bnwauxI Aqy lwgU krnI tr`ikMg kMpnIAW dy izmyvwrI hY[ kMpnI pRogrwm iv`c aus dIAW nIqIAW, is`iKAW qy tRyinMg, fr`g jW Srwb tYst krn bwry Aqy loV pYx qy ielwz krvwaux bwry ivsqwr nwl vrnx hoxw cwhIdw hY[ fr`g Aqy Srwb bwry hyT pRkwr dy tYst ho skdy hn: a) ruzgwr dyx qoN pihlW: sur`iKAW jW sMvydnSIl ifauUtI dyx vwly kwmy qy BrqI krn qoN pihlW dw tYst[ A) durGtnw auprMq: durGtnw ho jwx auprMq kIqw igAw tYst ijs iv`c frweIvr dy nwl nwl vhIkl ƒ hoey nukswn jW mOky qoN iljw ky qurMq id`qI fwktrI shwieqw, jW koeI jwnI nukswn ho igAw hovy Awid dw vrnx huMdw hY[ e) S`k dy ADwr qy: jdoN tRyNf suprvweIzr jW kMpnI dw AiDkwrI frweIvr dy ivvhwr jW Skl qoN mihsUs krdw hY ik aus ny fr`g jW Srwb dI durvrqoN kIqI hoeI hY[ s) A`cncyq: sur`iKAW jW sMvydnSIl ifaUtI krn qoN pihlW, ivckwr jW bwAd iv`c kIqw hoieAw A`cncyq tYst[ kwmy ƒ A`cncyq tYst leI do GMty qoN v`D dw smW nhIN dyxw cwhIdw[ h) ifaUtI qy prqx smyN Aqy pYrvI: audoN kIqw jWdw hY jd koeI frweIvr ifaUtI qy hwzr huMdw hY Aqy aus ny pihlW fr`g Aqy Srwb bwry inXm qoVy huMdy hn[ Pwlo A`p tYstW bwry ausƒ AgwauUN sUicq nhIN kIqw jWdw Aqy pihly bwrW mhIny iv`c G`t G`t Cy tYst zrUr krny cwhIdy hn[ 6. Kqrnwk vsqUAW: knyfIAn kƒnW Anuswr ijhVw vI ivAkqI Kqrnwk vsqUAW hYNfl krdw hY, Fox vwsqy idMdw, Awp FoNdw hY, jW mMgvwauNdw hY auh Ajyhy kMm dIAW izmyvwrIAW qoN jwxU hoxw cwhIdw hY Aqy aus kol auicq tRyinMg srtIiPkyt hoxw jrUrI hY[ ausny tRyinMg iv`c: - Kqrnwk vsqUAW dIAW 9 SRyxIAW Aqy sbMDq KqirAW dw igAwn pRwpq kIqw hovy; - auhnW dIAW SRyxIAW, iSipMg nW, UN nMbr Aqy pYikMg grUp jwxdw hovy; - iSipMg fwkmYNts Aqy loVINdI jwxkwrI smJdw hovy; - ryl imly Bwr iv`coN Kqrnwk vsqUAW v`K krn Aqy auhnW ƒ TIk FMg nwl sMBwlxw jwxdw hovy; - Kqrnwk vsqUAW ƒ hYNfl krn jW Fox leI s`B qrHW dy swzo smwn dI TIk vrqoN krnI jwxdw hovy[ 7. bwrfr krwisMg: jdoN dw knyfw Aqy AmrIkw ny PrI tryf smJwauqw kIqw hY, bwrfr krwisMg ƒ qyz Aqy rukwvt rihq bnwaux leI keI pRogrwm lwgU kIqy gey hn[ frweIvrW ƒ v`K v`K bwrfr krwisMg pRogrwmW Aqy FMg qrIikAW bwry is`iKAW dyxI cwhIdI hY[ kuJ pRogrwm hyT pRkwr hn: a) Awtomytf kmrSIAl ienvwiermYNt (ACE) ies iv`c kMpnIAW ny eIlYktrwnIklI frweIvr dy phuMcx qoN G`to-G`t do GMty pihlW CBP ƒ trk, trylr, iSpr, iSpmYNt Aqy frweIvr Awid bwry sUcnw dyxI huMdI hY[ A) AYfvWs krIAr ieMnPrmySn (ACI) ies rwhIN CBSA tr`k dy knyfw iSpmYNt ilAwaux qoN pihlW eIlYktrwnIklI sUcnw ie`kqr krygI[ ies nwl pihlI nvMbr qoN ies qy Aml krnw kMplsrI ho jwvygw[ e) kstmz tryf pwrtnriSp AgyNst tYryirzm (CTPAT) ieh CBP nwl sÍY-ie`Cq ih`sydwrI hY ijsdw mnorQ sur`iKAW iv`c suDwr Aqy US ƒ A`qvwd dy NOVEMBER / DECEMBER 2014

Education in Trucking basis just before, during, or just after performance of safety-sensitive functions. The employee must not have more than two hours’ notice of his/her random test.

• Return-to-Duty and Follow-up: Conducted when an individual who has violated the prohibited drug and alcohol rules returns to performing safety-sensitive duties.

Follow-up tests are unannounced and at least six tests must be conducted in the first 12 months after an employee returns to duty.

Dangerous Goods: Canadian law states that anyone who handles, offers for transport, transports or imports dangerous goods must be adequately trained to the level of their job responsibilities and hold a valid Training Certificate, applicable to the specific mode of transport being dealt with. The basic premise is that anyone who may come in contact with dangerous goods must be trained. The topics covered in the training must include, but are not limited to: • Identify the Classification System of the nine classes of dangerous goods and their associated hazards • Learn the shipping names, classes, UN Number and packing groups for dangerous goods encountered on the job • Understand the information required on the shipping document • Understand the requirements regarding mixed loads, segregation of dangerous goods, and choosing the proper means of containment • Learn the proper use of all equipment that is used in the handling, offering for transport and or transportation of dangerous goods Border Crossing: Since the free trade agreement, Canada and the US have implemented various programs to make the border crossing more efficient and hassle free.

Drivers must be educated about the different border crossing programs and procedures. Some of these programs are: 1) ACE (Automated Commercial Environment) e-Manifest requires every trucking company to send information about truck, trailer, shipper, consignee, shipment and driver electronically to CBP (Customs Border Protection) two hours before the driver arrives at the border.

2) ACI (Advance Carrier Information) e-Manifest: CBSA (Canada Border Security Agency) is implementing a very similar e-Manifest program to gather information before a truck brings shipments back to Canada. The program is already in production, but will become mandatory effective November 1st this year.

3) C-TPAT (Customs Trade Partnership Against Terrorism): This is a voluntary partnership with CBP to share responsibility to improve supply chain security and prevent terrorism related threats to the US. 4) PIP (Partners In Protection): This is voluntary partnership with CBSA to make the Canadian borders more secure.

5) Carrier Bonds: Transportation companies can become bonded carriers by securing a bond with CBP or CBSA to bring bonded shipments. These shipments do not require customs clearance at the border.

Most of the non-transport industries are realizing the benefits of educated and trained work forces. This is the reason they are committing to include education and training in their incentive and reward programs. Transportation companies need to make the same commitment. Doing so, they can make their operations more safe and secure, retain their valuable employees, increase profitability and gain more market share.

sMBwvI KqirAW qoN bcwaux leI izMmyvwrI SyAr krnw hY[ s) pwrtnrz ien protYkSn (PIP) knyfIAn bwrfr ƒ hor Sy& krn leI CBSA nwl sÍY-ie`Cq BweIvwlI hY[ h) kYrIAr bONfz trWsportySn kMpnIAW ies progrwm rwhIN bONff kYrIArz bx skdIAW hn jy kr auh CBP jW CBSA nwl bONf Br ky koeI iSpmYNt mMgvwauNidAW hn[ iPr ienHW iSpmYNts ƒ bwrfr qy kstm klIArYNs dI loV nhIN hovygI[ bhuq swry nwn-trWsport AdwirAW ny pVHI ilKI Aqy tRyNf vrk Pors dy lwB pRwpq krny SurU kr id`qy hn[ ieho kwrx hY ik auh is`iKAW Aqy tRyinMg ƒ Awpxy ienmYitvz Aqy irvwrf pRogrwmW iv`c Swml kr rhy hn[ trWstport kMpnIAW ƒ vI eysy qrHW krnw cwhIdw hY[ ieMj auh Awpxy DMdy ƒ vDyry PYlwA Aqy vDyry sur`iKAq kr skdy hn, Awpxy kwimAW ƒ sQweI bxw skdy hn Aqy kMpnI dw lwB vDw skdy hY[ NOVEMBER / DECEMBER 2014

29

Bison Hero - Vijaydeep Sahasi

Bison

Hero Vijaydeep Sahasi

I

n August, Vijaydeep Sahasi, a Bison truck driver was on a remote stretch of Highway 5 just past Merritt in B.C. when he saw a parked car on the side of the highway and a man trying to flag him down. Sahasi’s heroism no doubt saved the British Columbia woman’s life.

“My wife’s having a heart attack!” the man told Sahasi.

Sahasi called 9-1-1 and rushed to the car, where he found the woman still strapped in her seatbelt.

Following the instruction of the 9-1-1 operator, Sahasi got the woman out of the car and lay her down on the ground. There was no one else but Sahasi and the woman’s husband to help and Sahasi had not done CPR before.

He was nervous, he says, because he knew that in some cases, amateurs performing CPR have broken the victim’s ribs or caused other injuries. But with the help of the 9-1-1 operator, Sahasi performed the necessary CPR procedure.

It took thirty minutes for first responders to arrive, the woman repeatedly started and then stopped breathing. Sahasi grew tired, but never gave up, stopping only when paramedics arrived and took over.

The woman was taken to the hospital and survived. The next day, her husband called Sahasi to share the good news: his wife was doing well, had no cracked ribs or significant problems as a result of the CPR. At the hospital, the doctors had told him, “You’re really lucky your wife is alive, given that this happened in the middle of nowhere. Only about two percent of people would survive cardiac arrest in such a remote location.”

Sahasi, who has driven for Bison more than a year, commented: “I believe that what goes around, comes around. I was already running a little late, but destiny had planned something else for me that day.”

He continued: “It made me feel so good that the doctor said I did [the CPR] perfectly. If done too lightly, the heart wouldn’t have started functioning. If done too hard, her ribs might have been fractured. Neither happened, and it is really, really rewarding to know she survived. I never expected this [Bison job] would take me somewhere like this.”

For his act of kindness, the Truckload Carriers Association (TCA) has named Sahasi a Highway Angel and has presented him with a certificate, patch, lapel pin, and truck decal. Manitoba-based Bison Transport also received a certificate acknowledging that one of its drivers is a Highway Angel.

30

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ivjYdIp shwsI

ieh g`l Agsq mhIny dI hY[ bwiesn tRWsport kMpnI dw tr`k fRweIvr ivjYdIp shwsI hweIvyA 5 ‘qy jw irhw sI[ auh Ajy bI sI dw Sihr myirt lMiGAw hI sI ik ie`k suMnswn QW ‘qy aus ny Acwnk vyiKAw ik hweIvyA ‘qy ie`k pwsy kwr lw ky ies koL KVHw ie`k ivAkqI rukx dw ieSwrw kr irhw sI[ Awpxw tr`k ie`k pwsy lw ky jdoN ies ivAkqI koL shwsI phuMcw qW aus ny d`isAw ik aus dI pqnI nUM Acwnk idl dw dOrw pY igAw hY[ shwsI ny sikMtW ‘c 9-1-1 nUM Pon kIqw Aqy nwL hI kwr ijs ‘c AOrq sI kol cly igAw[ aus ny vyiKAw ik idl dy dOry nwL qVp rhI AOrq dI sIt bYLt Ajy vI l`gI hoeI sI[ ies smyN dOrwn 9-1-1 dw Awprytr ny aus nUM Pon ‘qy hdwieqW dyxIAW SurU kr id`qIAW[ shwsI ny sIt bYlt KOLH ky AOrq nUM bwhr k`iFAw Aqy zmIn ‘qy iltw id`qw[ shwsI nUM sI pI Awr sbMDI pihlW koeI jwxkwrI nhIN sI ies leI aus nUM ijs qrHW Awprytr v`loN ikhw jWdw irhw auh nwLo nwL aus qrHW hI krdw irhw[ shwsI bhuq GbrwieAw hoieAw sI ikauN ik NOVEMBER / DECEMBER 2014

Bison Hero - Vijaydeep Sahasi aus nUM pqw sI ik keI vwr ijnHW nUM sI pI Awr krnw nhIN AwauNdw aunHW v`loN ies qrHW krdy smyN pIVqW dIAW p`slIAW vI tu`t jWdIAW hn Aqy hor s`t cot l`gx dI sMBwvnw vI bxI rihMdI hY[pr 9-1-1 v`loN kIqI geI AgvweI Anuswr shwsI ny sI pI Awr TIk FMg nwL kr id`qw[ pIVq AOrq ny pihlW qW swh lYxw SurU kr id`qw pr bwAd ‘c ieh Pyr bMd ho igAw[ shwsI ieh krdw krdw Q`k igAw pr auh swh muV cwlU krn ‘c sPl huMdw irhw[ AYNbUlYNs Awaux nUM 30 imMt l`gy Aqy aunHW ny Aw ky AOrq dI sMBwl kIqI[ AYNbUlYNs ‘c AOrq nUM hspqwl phuMcwieAw igAw Aqy ies qrHW aus dI izMdgI bc geI[Agly idn aus AOrq dy pqI v`loN shwsI nUM Pon krky KuSI dI Kbr id`qI ik aus dI pqnI dI jwn bc geI hY[ aus dIAW p`slIAW vI TIk sn Aqy auh iPr Awm vWg ho geI sI[ sI pI Awr qoN Anjwx shwsI v`loN sI pI Awr kIqy jwx kwrn aus dIAW p`slIAW nUM vI koeI nukswn nhIN sI hoieAw[ AOrq dy pqI nUM fwktrW ny d`isAw ik auh iksmq vwLw hY ik BwvyN aus dI pqnI nwL ieh dUr durwfy Bwxw vwpirAw hY pr iPr vI auh bc geI hY[ aunHW ikhw ik ies qrHW dy dUr durwfy idl dw dOrw pYx vwilAW ‘coN kyvl 2% lok hI bcdy hn[ ie`k swl qoN vI v`D smyN qoN bwiesn kMpnI nwL tr`k clw rhy shwsI dw kihxw sI ik auh BwvyN ku`J lyt hI jw irhw sI pr kudrq ny aus nUM aus idn AYnH mOky isr mdd krn leI au`Qy aus smyN hI phuMcwieAw Aqy aus ny pIVq AOrq dy pqI nUM vI vyK ilAw jo mdd dI mMg kr irhw sI[ hmdrdI dy bol pRgt krdy hoey shwsI ny ikhw ik jdoN fwktr ny ikhw ik qUM sI pI Awr bhuq vDIAw kIqw hY qW mYnUM ieh sux ky bhuq KuSI hoeI[ zor nwl dbwaux sbMDI fwktr ny aus nUM d`isAw ik jy ieh hlky qOr ‘qy kIqI jWdI qW idl ny kMm krnw SurU nhIN sI krnw[ pr nwL hI jy ieh bhuq zor nwL kIqI jWdI qW pslIAW vI tu`t skdIAW sn[ shwsI dw kihxw hY ik r`b dw Sukr ik ieh TIk FMg nwL hI hoieAw[ pr sB qoN v`D KuSI jo shwsI nUM hY auh ieh hY ik auh AOrq dI jwn bc geI[ shwsI ny ikhw ik ieh myry ic`q cyqy nhIN sI ik bwiesn vwilAW dI ieh jOb krdy smyN mYN iksy dI jwn bcwaux ‘c vI shweI ho skdw hW[ aus dy ies aupkwr dy kMm nUM tr`klof kYrIArz AYsosIeySn ( tI sI ey) v`loN shwsI nUM hweIvyA eyNjl dy nWA nwl snmwinAW hY Aqy aus nUM ie`k mwx p`qr, pYc, lypl ipMn Aqy tr`k fYkl id`qw hY[ ies dy nwL hI aunHW dy frweIvr v`loN ies qrHW dI vDIAw syvw inBwaux bdly mYnItobw siQ~q bwiesn kMpnI nUM vI SwbwsI dw srtIiPkyt imilAw hY Aqy ikhw hY ik aunHW koL kMm krn vwLw ie`k fRweIvr ‘hweIvyA eyNjl’ hY[ NOVEMBER / DECEMBER 2014

Peterbilt Announces New Medium Model 220 Peterbilt announced today a new medium-duty Model 220 can now be spec’d with a clear frame rail package. Adding this spec will add 10 inches of frame rail space.

“This new option is ideal for customers in applications such as beverage delivery, street sweeping and striping and refuse collection and packing,” said Robert Woodall, Peterbilt director of sales and marketing. “The clear frame rail package optimizes chassis space to help accommodate installation of a wider range of work bodies. Additionally, this new configuration results in a 40 percent larger capacity DEF [diesel exhaust fluid] tank, improved visibility through the rear window and greater ease of serviceability. ”The Model 220 was introduced in March and went into production in July. “The Model 220 is compact and nimble making it ideal for applications that require high maneuverability and finesse, such as street sweepers, road stripers and vacuum loaders,” Woodall said. “This is a great truck for getting into tight spots, getting the work done and then getting back out and onto the next job.”

ACT NOW!

supinAW nUM hkIkq ‘c bdlo

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 www.gandgtrucking.ca E: Truckingsolutions@gmail.com

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

Unified Carrier Registration (UCR)

Unified Carrier Registration (UCR) XUnIPweIf kYrIAr rijstRySn (XU.sI.Awr) NSC Compliance Services

What is UCR? UCR stands for Unified Carrier Registration program. It was created by the federal legislation and has replaced the former system for registering the operators of vehicles engaged in interstate travel, it was commonly known as the Single State Registration System (SSRS).

What is the major difference between the UCR and the SSRS? The UCR applies to all operators of Commercial Motor Vehicles (CMVs) whereas the SSRS only applied to for-hire motor carriers. The UCR also includes carrier’s that are transporting interstate goods even if their vehicles do not leave the state.

According to the UCR program, what is considered a CMV? Any self-propelled vehicle used on highways engaged in interstate travel that has a gross weight of 10,001 pounds or more is considered a CMV. Also vehicles that are designed to transport 11 or more passengers including the driver are considered CMVs. Any vehicle that is required to have hazardous waste placards will also fall into this category.

Will the registration apply to individual vehicles or will a single registration apply to the fleet?

One registration based on fleet size applies to all the vehicles that are registered under the USDOT number.

Do only motor carriers have to register for UCR? No, along with motor carrier, all motor private carriers, freight forwarders, brokers and leasing companies have to register for UCR as well.

What happens if your company does not register for UCR? Each state has the authority to enforce registration compliance through roadside enforcement checks. If your vehicle is pulled over and your company has not been registered for UCR you could be subject to a fine depending on which state you are pulled over in. A business audit could also reveal that your company is not registered for UCR and this could lead to additional fines.

Will you get a certificate to prove your registration with UCR? There is no certificate issued but your registration information is kept in a national database which can be accessed by law enforcement personnel as part of routine roadside checks.

32

kI hY XU sI Awr? XU sI Awr, XUnIPweIf kYrIAr rijstRySn pRogrwm dw Cotw nWA hY[ ieh pRogrwm PYfrl srkwr v`loN bxwieAw igAw hY Aqy ieh pihly isstm dI QW hY ijs nUM Awm krky isMgl styt rijstRySn isstm ( AYs AYs Awr AYs) dy nWA nwL jwixAw jWdw sI[ ies Anuswr aunHW vhIklW dy AwprytrW dI rijstRySn krwauxI lwzmI hY ijhVy v`K stytW ‘c jWdy hn[ XU sI Awr Aqy AYs AYs Awr AYs ‘c mu`K Prk kI hY? XU sI Awr qW swry kmRSl motr vhIklW dy AwprytrW ‘qy lwgU huMdw hY jdoN ik AYs AYs Awr AYs kyvl aunHW ikrwey ‘qy dyx vwLIAW vhIklW ‘qy lwgU huMdw sI[ XU sI Awr ‘c auh kYrIAr vI Swml hn jo ie`k styt qoN dUjI styt nUM vsqW dI FuAweI krdy hn BwvyN ies ‘c vhIkl ie`k styt dy iv`c hI rihMdy hn[ XU sI Awr pRogrwm ‘c sI AYm fbilaU iks nUM smiJAw jWdw hY? koeI vI sYlP pRopYlf vhIkl ijhVI ik ieMtrstyt hweIvyA ‘qy cldI hY Aqy aus dw ku`l Bwr 10,001 pONf jW ies qoN v`D hY, nUM sI AYm fbilaU dI SRyxI ‘c smiJAw jWdw hY[ ies qoN ibnw auh svwrIAW iljwx vwLI vhIkl ijs ‘c fRweIvr smyq 11 jW ies qoN v`D ivAkqI bYT skdy hn, nUM vI sI AYm fbilaU hI smiJAw jWdw hY[ auh vhIkl ijs nUM hYzwrfs vyst plykwrf dI loV hY vI ies SRyxI ‘c hI AwauNdI hY[ kI hr ie`k vhIkl leI v`KrI v`KrI rijstRySn dI loV hY jW swry PlIt leI ie`k hI rijstRySn kwPI hY? PlIt dI igxqI Anuswr XU AYs fI E tI nMbr hyT leI geI ie`k rijstRySn hI swry PlIt leI kwPI hY[ kI kyvl motr kYrIArW nUM hI XU sI Awr Anuswr rijstr hox dI loV hY? nhIN, ies qrHW nhIN motr kYrIArW dy nwL nwL swry motr pRweIvyt kYrIAr, Pryt Pwrvrfrz, bRokr Aqy lIizMg kMpnIAW leI vI ieh zrUrI hY ik auh vI XU sI Awr leI rijstr hox[ Blw jy koeI kMpnI XU sI Awr nwL rijstr nhIN huMdI Pyr kI huMdw hY? hr ie`k styt dI AQwirtI nUM ieh AiDkwr hY ik auh sVkW ‘qy jWdy vhIklW nUM cY`k krky rijstRySn dI ies Srq nMU lwgU krvwey[ jy sVk ‘qy jWdI quhwfI vhIkl cY`k kr leI jWdI hY Aqy qusIN XU sI Awr nwL rijstr nhIN hoey qW ijs styt ‘c quhwnUM cY`k kIqw igAw hY aus dy inXmW Anuswr quhwnUM jurmwnw kIqw jwvygw[ jy ibjns dy Awift smyN vI ieh g`l swhmxy AwauNdI hY ik qusIN XU sI Awr leI rijstr nhIN qW vI vwDU jurmwnw ho skdw hY[ kI quhwnUM XU sI Awr nwL rijstr hox sbMDI sbUq vjoN srtIiPkyt pyS krnw pvygw?

NOVEMBER / DECEMBER 2014

Desi News

NSC Compliance Services ¡

New company complete permit set ups

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Local Port Registrations

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All permit renewals

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Training for NSC, Dangerous Goods in English & Punjabi

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Log book training

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E manifest set up and load entries to Canada & US

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US DOT/NSC Audit representation

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C-TPAT, PIP, and TWIC Registrations

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

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Local & Long Haul Log Books available Single or Cases

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

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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 NOVEMBER / DECEMBER 2014

www.nationalsafetycode.com

n

E: info@nationalsafetycode.com

33

Unified Carrier Registration (UCR)

24 HRS EMERGENCY BREAK DOWN ROAD SERVICES

TRACTOR TRAILER REEFER & TIRE REPAIR TOWING SERVICE

WE ARE AVAILABLE 24 HRS PLEASE CALL ANY TIME

416 557 9676 Serving GTA Area

Do I have to renew this registration?

Yes the UCR has to be renewed annually.

What are the fees for the UCR? The fees depend on your fleet size, below is the breakdown of the fees: Number of Vehicles Amount Due 0 to 2 $ 76.00 3 to 5 $ 227.00 6 to 20 $ 452.00 21 to 100 $ 1,576.00 101 to 1000 $ 7,511.00 1001 or more $ 73,346.00 How does the government use these funds that are collected under this program?

The revenue generated through the UCR program is used for enforcement of motor carrier safety programs.

Where can I get more information on how to register or if I need assistance with registering or renewing?

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 UCR or renewing your UCR. ies qrHW dw koeI srtIiPkyt nhIN id`qw jWdw pr rijstRySn sbMDI swrI jwxkwrI ie`k fYtwbys ‘c r`KI jWdI hY, ijs q`k kwnUMn nwL sbMDq APsrW dI phuMc huMdI hY Aqy auh cYikMg smyN ies rwhIN sB ku`J pqw lw skdy hn[ kI ieh rijstRySn irnIaU vI krvwauxI pYNdI hY? ieh rijstRySn hr swl irnIaU krvwauxI pYNdI hY[ XU sI Awr dI ikMnI PIs hY? ieh PIs ies g`l ‘qy inrBr krdI hY ik quhwfy PlIt dw Awkwr kI hY[ hyTW ies PIs dw vyrvw id`qw igAw hY: vhIklW dI igxqI ikMnI rkm 0 qoN 2 $ 76.00 3 qoN 5 $ 227.00 6 qoN 20 $ 452.00 21 qoN 100 $ 1,576.00 101 qoN 000 $ 7,511.00 1001 qoN v`D $ 73,346.00 srkwr ies qrHW iek`TI kIqI rkm nUM iks qrHW Krc krdI hY? XU sI Awr pRogrwm rwhIN iek`TI kIqI rkm nUM srkwr motr kYrIAr dI sur`iKAw dy pRogrwmW leI vrqdI hY [ jy ies pRogrwm ‘c rijstr hoxw hovy jW rijstRySn irnIaU krvwauxI hovy jW pRogrwm sbMDI iksy iksm dI shwieqw dI loV hovy qW ies sbMDI shwieqw ik`QoN leI jw skdI hY? jy qusIN Awpxy ibzns jW kMpnI nUM XU sI Awr ‘c rijstr krvwauxw cwhuMdy ho jW rijstRySn nUM irnIaU krvwauxw cwhuMdy ho qW 1-800-965-9839 ‘qy &on kro

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NOVEMBER / DECEMBER 2014

Desi News

Should drivers skill match equipment or should equipment match the drivers skill level?

D

uring a recent news conference, Ann Demitruk, the company’s director of marketing, Western Star, noted that with automated manual transmissions rapidly gaining marketshare in Class 8 applications, it seemed to her that fleets and driving schools should use this fact as a marketing tool to help attract new drivers to the industry.

According to the FCMSA’s website it is perfectly legal and acceptable to train, test and receive a Commercial Driver’s License without learning how to operate a heavyduty manual transmission. The agency gives such drivers an “E” endorsement code on their CDLs, to indicate they are restricted to automatic transmissions only.

As more people who have not been inculcated with innate knowledge and feel for machinery, it makes sense to allow the machine to do more and not worry about the diagnostic skill levels of drivers to be anything other than driving.

Most fleets and schools believe there is a need to such knowledge gained from manual transmissions and how the vehicle feels and handles utilizing the manual transmission. If the driver can handle a manual transmission, then he or she should not have a problem with the automatic.

The other line of thinking is that a driver should be well rounded and capable of driving any vehicle on the road.

With the advent of the automatic, approximately 20% of the new drivers – those who cannot grasp the dynamics of manual transmission – could be added to the driver pool but using automatic transmissions.

Bias against automatics still exists. And fleets, which desperately need drivers, are turning qualified candidates away because they can’t drive a manual transmissionequipped truck despite the fact FCMSA policy clearly states that the ability to operate a manual transmission is not a requirement to obtain a CDL. Basically, fleets would sooner demand drivers adjust to their specifications rather than having the equipment meet the needs of the operator.

NOVEMBER / DECEMBER 2014

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35

Trucking, Transportation or Logistics?

Trucking, Transportation or Logistics?

T

he word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having the right thing, at the right place, at the right time. According to the Council of Logistics Management, Logistics is the process of planning, implementing, and controlling the efficient, effective flow and storage of goods, services, and related information from point of origin to point of consumption for the purpose of conforming to customer requirements. This definition includes inbound, outbound, internal, and external movements, and return of materials for environmental purposes. With today’s fast-moving global marketplace, companies who provide transportation and logistics services play an integral role in the supply chain.

Today, the geographical boundaries are disappearing for global trade. But, this globalization has brought in many challenges, one of which is the free flow of goods and services across boundaries.

Managing these, in a cost-effective manner is the key to growth in business. In this context, logistics management and supply chain management (SCM) have come into sharp focus in the industry, as an opportunity to gain an edge in the market. The need to keep the chain lean and responsive is a major priority. The ever-changing landscape of the logistics field makes it one of the most dynamic and complex industry niches present in today’s business environment. Inefficiencies in physical distribution in the supply chain management system can often pose significant threats to overall business performance and undermine organizations against leading contenders. A manager’s ability to integrate coordination between various channels of distribution, including transportation, storage of products, and the seamless implementation of data processing systems is vital to the growth and development of logistics firms.

Effective logistics managers must posses excellent analytical skills, coupled with a firm aptitude to solve problems within the finance, marketing, production, transportation, inventory control, and quality control sectors. An in-depth understanding of algebra and financial mathematics are also a key corner stone in the devel36

opment of logistics decision modeling.

Logistics managers must ensure they are able to adapt to rapidly changing work environments, especially when focusing on the transport component of an organization. Individuals in this field must have a concrete understanding of the cost structures of various carriers and their respective modes of transportation and how to adequately allocate resources and make beneficial pricing decisions under pressure. Managers are also required to have a firm understanding of the legislation and policies governing the transport sector. Ultimately, the goal for Logistics managers is to lower logistics and transportation costs; increase asset turnover; reduce inventory carrying costs; decrease customs fines and penalties through better trade compliance; and strengthen customer service.

Modern Logistics primarily focus to fulfill customers’ needs.

It involves management of the various activities required to move benefits from their point of production to the customer. These benefits can either be in the form of tangible products which are manufactured, or intangible such as services provided to the customers.

Each organization’s approach to Logistics management is different from one another. Some of these firms are more focused to produce these benefits on their own. Their strategy is more aligned towards capturing raw materials. Alternatively, other companies’ logistics strategy is more inclined towards the distribution of the end products into the hands of the consumer. Regardless of the strategic alignment, logistics system is made up of many functional activities such as: Customer Service: is the ultimate goal of any logistics strategy.

It involves complaint handling, special order requests, damage claims, returns, billing problems, etc. A well organized customer service set up ensures continuous business from satisfied customers.

Inventory Management: is about carrying enough stock to ensure the best customer service without losing money by storing excessive and dead inventory. This is important at both sides – finished goods as well as raw materials.

Transportation: addresses physical movement of goods from NOVEMBER / DECEMBER 2014

Trucking, Transportation or Logistics? a point of origin to a point of consumption.

In dealing with international logistics, a well planned transportation architecture is required which involves having a integrated means of transportation through ships, air, rail and road. Knowledge about import and export rules and regulations also play a great role in this area.

Storage and materials handling: address the physical storage requirements of holding inventory. It is the management and acquisition of the proper space required and handling the materials within that space. Different options need to be analyzed in finalizing the storage strategy like Buy vs Lease options, or Public vs Private warehousing.

Packaging: is about protecting the product while it is being shipped or stored. It is also about presenting the products to the ultimate consumer. There are various government labeling rules that need to be followed and adhered to.

Information Processing: links all areas of the logistics system together. Various software packages are available to manage different activities in logistics management.

Demand forecasting: helps in preparing for meeting the customers future demands.

Historical sales statistics, seasonal trends and planned future events are considered to accurately forecast future demands.

Production planning: is another component of the logistics to ensure that customer’s orders are fulfilled on time. Manufacturing needs components and raw materials in order to make finished goods. Proper planning is required to account for machine, labor and capacity constraints.

Purchasing: In order to manufacture and deliver orders to customers, internal purchase and procurement of raw materials are very important. Lead times for each supplier also need to be taken into proper consideration.

Facility location: addresses the strategic placement of warehouses, manufacturing plants, and transportation resources. These decisions are not made very often, but once made directly reflect the company’s ultimate success or failure.

In addition to the above activities, logistics tasks also include, but are not limited to other activities such as after-sales parts and service support, maintenance contracts, return goods handling and recycling operations. An organization’s strategy guides the way the individual activities are performed.

A well coordinated and executed logistics strategy plays an important milestone in any organization success.

NOVEMBER / DECEMBER 2014

FMCSA requests insurance liability increases.

A proposal from the Federal Motor Carrier Safety Administration to amend the rule to increase the minimum amount of liability insurance carriers must have has been sent to the White House’s Office of Management and Budget — the final stop before the rule is published as a Notice of Proposed Rulemaking.

A recent Department of Transportation report suggested the rule would clear the OMB Oct. 12 and be published as a NPRM Oct. 22.

The rule appeared on the radar in April, when FMCSA released a report saying the current $750,000 minimum is too low. The agency noted in its report the minimum has been the same since 1985, and if had it kept up with inflation, it would be upwards of $1.6 million, FMCSA says.

The agency has apparently breezed through the rulemaking process and is poised to publish the proposed rule just six months after releasing the report The American Trucking Associations and the Owner-Operator Independent Drivers Association, however, both cite research saying just 1 percent of truck crashes cause damages that exceed $1 million. Both groups have said they are against an increase in the minimum.

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Women with Drive Leadership Summit Announced Women with Drive Leadership Summit has been scheduled for March 5 in Toronto, a first ever event in the trucking industry.

The summit aims to address the challenges and barriers faced by women in trucking. Word of the summit was unveiled by Trucking HR Canada as part of its three-year action plan – which is based on the results of surveys taken by women who already work in trucking, male managers and women looking for careers.

Other actions will include a new marketing campaign to promote trucking for women and creating mentorship and training opportunities for women in trucking.

“We are taking steps to facilitate lasting change, transform business cultures, and support the women who pursue career opportunities in trucking,” said Cavalier Transport’s Vicki Stafford, chair of the national advisory committee. “Canada’s trucking industry needs to recruit and retain far more women to maximize its potential and address an intensifying shortage of employees.” Angela Splinter, CEO of Trucking HR Canada added: “This action plan represents a series of concrete steps to help address one of the trucking industry’s biggest long-term challenges.”

37

No load is worth your life

No load is worth your life - Ken Davey

Do get your truck ready.

Don’t put it off and wait until you’re caught in a dangerous situation.

E

verywhere there are lots of “tips” on getting your truck ready for winter. The reason is simple. A small mechanical annoyance in nice summer weather becomes a life threatening breakdown in harsh winter conditions. Harder to find are ‘tips’ for getting yourself ready for winter. Getting you truck ready for winter is the minimum any trucker should. Getting you self ready is what the experienced real professional driver does.

Do get your truck ready. Don’t put it off and wait until you’re caught in a dangerous situation. In summer, a bald tire is not safe for lots of reasons.

In winter, you can add to that list of reasons by considering it can causer you to jackknife. Get everything in tip top shape on your truck in September.

Given that your truck is ready for winter, the first thing you need to do is prepare your physical self.

Always travel with a small tool kit, Hi-Vis clothes, warm clothes, boots and gloves and an extra 2 days food and water. In extreme weather you need to be able to keep warm without your truck running. Every year in the Rockies we see a highway shutdown that last 2 days and some unfortunate trucker trapped by a slide or accident.

And it is not just the Rockies that have extreme weather. Make sure you can survive without freezing to death in the event that your truck cannot run for some reason. Now that your rig is ready, and your life is protected from the weather it is time to look at your attitude. There needs to be a change in your thinking. In winter driving is different. It is different than summer driving for 2 reasons. The first, as you might expect is because of the external conditions of extreme weather, the darkness, the cold, the ice and snow. The second issue is your body 38

clock. These 2 factors combine to make winter truck driving doubly dangerous.

The additional hours of darkness acts on your body causing you to want to sleep more. Not just that, it will make you less alert, actually drowsy as your body reminds you to get sleep.

It will also make it harder for you to wake up; especially if you are getting up wile it is still dark. Second, the winter conditions cause you to go slower and get fewer miles and less money even though you are working longer hours and driving in more stressful conditions much of the time.

This additional stress can make it hard for drowsy drivers to get to sleep and can reduce the quality of your sleep further compounding the problem.

In summer, your attitude is affected and actually influenced in a positive direction by the control you have on your rig and your running times. You can squeeze out a few extra miles or hours because you feel good, and are in control. In winter you attitude has to be more passive in that that you need to respect that winter is really in control and you need to expect that physically you can do less. These factors all come together when a driver, who may be completely legal to drive on log book time, is actually a little drowsy because of possible accumulated sleep debt and the darkness signaling his body clock to shut down. You’re not too tired to drive but you are driving less actively and not constantly looking at conditions or for hazards. The weather or road is suddenly very bad, either because you weren’t watching conditions or there is a sudden change in conditions.

You feel pressure to continue because you have a load that must deliver on time or you need to get home for some reason. You NOVEMBER / DECEMBER 2014

No load is worth your life might even be worried about this months pay cheque because you have been sitting a lot. Forget all that when the road conditions are very bad. You have to remember that stopping is an option and you need to decide if you should continue or stop. Do not just blindly continue.

Here is what should go into the decision to stop or go in bad weather. Your primary responsibility is always to control the vehicle. No matter what a customer or dispatcher tells you, you have to decide if the road is safe. Consider your truck, your load and its weight distribution and the conditions. Simply following a friend or the truck in front of you is not a safe practice. That truck has a different load, different tires and a driver with different experience. Be honest with your self about how tired you are and what your driving experience is like. A bad load on a bad road at night when you are tired is the wrong time to gain experience for anything other than learning how expensive an accident is. Remember what you have at stake. If you run off the road it will cost you. On most fleets a Jackknife accident will cost 7 to 10 thousand in the insurance deductible and 20 to 40 thousand in down time. You could be killed or seriously injured. No load is worth you life… or anyone else’s. When the going gets tough the tough get going - but the smart and profitable consider their options.

If you are fresh enough and you believe the conditions are of short duration, chain up. Ensure you have a safe place to put on the chains and while chained do not exceed 50kph. Once past the extreme hazard, find a safe place to remove the chains.

If things are so bad you feel unsafe to continue, pull over. Find a pullout, a ramp, a brake check, even a mall parking lot to park at. It needs to be relatively flat and away from traffic lanes. The level place is important because if it snows all night you may be stuck in the morning if you have to move against even a small uphill slope. As soon as you stop, call your dispatcher. Tell them where you are and what your plans are. Even if your company does not have 24 hour dispatch, call and leave a message.

The customer needs to know right away why you are late and how late you plan on being.

By morning, usually the highway has been plowed and sanded, you are rested and the daylight makes driving easier, even if it is still snowing. Delivering on time is best. However, delivering late beats not delivering at all.

NOVEMBER / DECEMBER 2014

Study indicates needs of the industry for 2015 An annual study of heavy-duty fleets across the country highlights several key traits of the trucking industry. CK Commercial Vehicle Research’s 2014 Annual Fleet Study judged sentiment regarding a variety of issues.

Representatives from 66 Class 8 fleets answered 20 questions. Some of the topics included equipment purchase plans for 2015, the impact of the driver shortage, the benefit of new technologies, preferred information sources for the industry and more.

Key points from the study: · Fleets plan to purchase slightly less equipment than they planned for 2014. · The most pressing issue facing the industry is the driver shortage, which determines a fleet’s ability to add capacity. · Fleets are embracing technologies that improve fuel efficiency, enhance safety, or aid in driver recruiting and retention. · Most fleets still perform their own equipment maintenance. · Truck manufacturers are increasingly becoming a trusted and reliable source of information, service and replacement parts.

Study participants came from private, for-hire and government fleets and represented more than 40,000 heavy-duty trucks operating on the road today.

39

Freight Management

Freight Management A Collaborative Approach

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echnology plays a vital role in every business. With the inibzns BwvyN koeI vI hovy ies ‘c qknIk dI mu`K BUimkw huMdI hY[ troduction of the Internet, businesses are expanding their ieMtrnY`t dI vrqoN hox nwL vpwr dIAw h`dW vD ky dunIAw dy ie`k isry horizons to the global market. Along with businesses, conqoN dUjy isry q`k jw phuMcIAW hn[ ibjnsW nUM hI ies dw lwB nhIN sumers are also taking full advantage of comparing and choosing the hoieAw sgoN vsqW KRIdx vwLy vI hux ieh mukwblw krdy hn ik ikhVw right supplier. The traditional ways of doing business like walk-ins, splwier aunHW v`loN zrUrq vwLI cIz nUM TIk FMg nwl ikMnI CyqI phuMcw phone calls, or fax requests are not enough to compete and become skdw hY[ ibjns krn dy Awm purwxy cwlU FMg ijvyN jw ky cIz KRIdxI, profitable. New internet and software technologies are enabling colPon krny jW PYks krky pqw lwaux dy FMg hux mukwbly leI nw hI TIk laboration among various stakeholders. In the trucking industry there hn Aqy nw hI lwB vwLy hn[ieMtrnY`t ‘c hux ies qrHW dy swPtvyAr are a few online collaborative portals available in Canada and the Aw gey hn jo loVINdI vsqoN dI hr qrHW dI jwxkwrI idMdy hn[ ies USA where trucking companies can directly collaborate with freight qrHW hI tr`ikMg ieMfstrI ‘c ies qrHW dIAW AmrIkw Aqy knyfw ‘c brokers to get their trucks loaded. As of yet, this collaboration is still ku`J AwnlweIn syvwvW hn ijs rwhIN tr`ikMg kMpnIAW PRyt brokrW nwL limited to carriers and fright brokers. Shippers are relucis`Dw sMprk kr skdIAW hn Aqy Awpxy tr`kW leI BwVy dy tant to participate in direct collaboration with the carriers. mwl dw pRbMD kr skdIAW hn[pr hwl dI GVI ieh sMprk Shippers – Freight Brokers Relationship: Shippers ku`J ku kMpnIAW Aqy PRyt brokrW nwL hI ho skdw hY[ Ajy award freight contracts to freight brokers though formal iS`pr kYrIArW nwL is`Dw sMprk krn qoN sMkoc kr rhy hn[ bid processes. Usually these contracts are for terms of iS`prz- PRyt bRokrW dw sbMD: Awm qOr ‘qy iS`pr ib`f one or more years. The primary advantage freight brokers rwhIN hI bRokrW nUM PRyt kWtrYkt idMdy hn[ieh kWtrYkt swl provide to shippers is knowledge of the transportation indy vI ho skdy hn Aqy ies qoN v`D dy vI[PRyt brokrW dw v`fw dustry’s rules and regulations. As transportation is one of lwB ieh hY ik ieh iS`prW nUM tRWsportySn ieMfstrI dy kwnUMn the most regulated industries in Canada and the USA, it is kwieidAW dI jwxkwrI idMdy hn[ knyfw Aqy AmrIkw ‘c hard for shippers to directly qualify carriers with all legal - Dara Nagra tRWsportySn pUrI qrHW inXm b`D hox kwrn iS`prW leI Awp MBA PMP ® authorities and permits. Not only must freight brokers find is`Dy qOr ‘qy loVINdIAW SrqW jo primt Awid leI cwhIdIAW the right carrier for a shipper, they must also ensure that hn, nUM pUrw krnw AOKw hY[PRyt bRokr iS`pr leI TIk kYrIAr the freight is covered by an adequate amount of carrier insurance. hI l`B ky nhIN idMdy sgoN auh ieh vI zkInI bxwauNdy hn ik ieh smwn The other criterions for selection of a freight broker are: Track Redw pUrw ieMSUrYNs vI hoieAw hY[ PRyt bRokrW dI cox smyN hor iDAwn dyx cord in the industry, integrity, customer service, and of course, price. vwlIAW g`lW ‘c ieh ieh Swiml hn: ieMfstrI ‘c ies dw trYk Freight Brokers – Carriers Relationship: This relationship irkwrf, BrosyXogqw, kstmr srivs Aqy Kws krky kImq[ is mostly supported through online collaboration. Every morning PRyt brokr - kYrIArz sbMD: ieh sbMD Awm qOr ‘qy AwnlweIn freight brokers receive emails from shippers requiring transportation hI kwiem rihMdy hn[ hr svyr PRyt bRokrW nUM iS`prW v`loN eI- myl imldI for their freight. Based on the shipper’s requirements, they post the hY[ies ‘c aunHW v`loN ieh mMg kIqI huMdI hY ik aunHW dy mwl leI tRWsfreight on different online collaborative load boards. They specify portySn dI loV hY[iS`prW dI loV nUM mu`K r`K ky auh ies nUM AwnlweIn the freight details such as: rwhIN v`K v`K lof borfW ‘qy pw idMdy hn[auh lof sbMDI hyT ilKy vWg • Origin City pUrI jwxkwrI vI idMdy hn: • Destination City * iks Sihr qoN mwl cu`kxw • Availability Date * iks Sihr ‘c mwl phuMcwauxw • Trailer Type Requirement * auplBD hox dI imqI • Freight size (TL/LTL) * tRylr tweIp iks qrHW dw • General Comments * PRyt sweIz( tI AYl/AweI tI AYl) Similarly, every morning a carrier company posts the availability * hor koeI g`l of their trucks with similar specifications like: iesy qrHW hI hr svyr ie`k kYrIAr kMpnI vI ies qrHW dI jwxkwrI • Availability City Awn lweIn ‘qy pwauNdI hY ijvyN: • Destination City * ikhVy Sihr qoN auplBD • Availability Date * iks Sihr ‘c mwl phuMcwA skdy hn • Available Trailer Type * auplBD hox dI imqI • Freight size (TL/LTL) * tRylr tweIp iks qrHW dw • General Comments * PRyt sweIz (tI AYl/AweI tI AYl) 40

NOVEMBER / DECEMBER 2014

Freight Management Based on these common criteria, the technology enables matching between truck and freight availability. The freight brokers and carrier companies also post their contact, insurance, authorities and permits information. When the technology finds a match, both parties can see each other’s information and can contact each other. Both can negotiate the price and other terms as per their own business guidelines. This collaboration is really helping both sides to operate efficiently. The advantages for the freight brokers are: • Visibility of available trucks • Time Saving • Verifying Carrier’s authorities and permits • Verifying insurance information The advantages for the carriers are: • Visibility of available loads • Better Trip Planning • Less Empty Miles • More loads • Better Capacity Planning (TL/LTL) The load board collaboration provider companies offer some value added options to their members. Among other things, the member’s credit report is one the most important value added services. This builds trust among all participating members and boosts their confidence to do business with each other. As the time progresses, more and more participants will join these collaboration boards. With the increased numbers of freight loads, the market is facing some capacity crunch. The numbers of available trucks are very steady. Better planning is required to face the capacity crunch problems. The days are not far when shippers will come on-board directly on these collaboration boards. This will create a new world of collaborative freight management.

* hor koeI g`l ies Awm ksOtI nUM mu`K r`K ky bxweI hoeI tYknwlojI do brwbr dIAW iDrW dw myl krdI hY[iesy qrHW hI PRyt bRokr Aqy kYrIAr kMpnIAW vI Awpxy kWtYkt, ieMSUrYNs, AQwirtIAW Aqy primt sbMDI jwxkwrI AwnlweIn ‘qy pwauNdIAW hn[ jdoN hI qknIk nUM koeI mYc imldw hY qW ies qoN bwAd dovyN pwrtIAW swrI jwxkwrI dyK ky ie`k dUjy nwL sMprk kr skdIAW hn[ auh Awpxy ibzns gweIflweInW Anuswr SrqW Aqy kImq qYA kr skdIAW hn[ies qrHW dy myl joL nwL dovW pwisAW nUM hI Pwiedw huMdw hY[ jo Pwiedw PRyt bRokrW nUM huMdw hY auh ieh hY: * imlx vwLy tr`kW dI jwxkwrI ho jWdI hY * smyN dI b`cq huMdI hY * kYrIAr dI AQwrtI Aqy primt dI qsdIk ho skdI hY * ieMSUrYNs dI qsdIk vI ho skdI hY kYrIArW nUM ieh lwB huMdy hn: * pqw l`g jWdw hY ik lof ikhVw imlxw hY * tir`p dI vDIAw Xojnw bxw skdy hn * bhuq G`t KwlI sPr krnw pvygw * izAwdw BwVw iml skygw * vDIAw smr`Qw vwLI Xojnw bxweI jw skdI hY ((tI AYl/AweI tI AYl) lof dyx vwlIAW kMpnIAW keI vwr Awpxy mYNbrW nUM ie`k dI QW vwDU bdl vI dy idMdIAW hn[horW g`lW qoN ielwvw mYNbr dI kYRyift irport bhuq vDIAw g`l hY[ies nwL sbMDq swry mYNbrW ‘c Awps ‘c kMm krn leI ivSvws vDdw hY [ijvyN ijvyN smW bIqdw hY ienHW kOlYborySn borfW ‘c hor mYNbr juVdy rihMdy hn[ijvyN hI igxqI vDdI jwvygI mwrikt ‘c vDyry smr`Qw bxygI[imlx vwLy tr`kW dI igxqI hor vDygI[smr`Qw dIAW muSklW nUM h`l krn leI loV hY vDIAw XojnwbMdI dI[ auh idn dUr nhIN jdoN ienHW borfW ‘qy iS`pr vI Aw jwxgy[aus smyN PRyt pRbMD dw ie`k nvW hI sMswr hovygw[ NOVEMBER / DECEMBER 2014

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Winter and General Safety

Winter and General Safety

G. Ray Gompf

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all has arrived and although we hate to hear it, Winter will soon be upon us and yes, I have to say that ugly “S” word – snow. The problem with having such a large country is that “winter” is not the same in the various parts of the country at the same time. In fact a cross-country driver can experience all four seasons in one trip and it really doesn’t matter what month of the calendar is being displayed. This fact makes everyday a challenge.

As the seasons change, however, we must relearn our skills to meet the challenges of the day. Driving in winter conditions is unlike any other. Dry winter roads can be just as slippery as those ice and snow covered stretches of pavement. But when the road looks dry, it can lead us into remembering those warm dry summer days when traction isn’t a big issue.

Anytime the temperature is below zero Celsius, even dry pavement can be challenging. There are several reasons for traction being more of a challenge when the temperature drops is two fold. First the pavement itself, while appearing dry can have a slight film that will reduce traction. The other factor is the tires on your vehicle. Most all season tires, are quite good to about minus ten Celsius at holding traction, but below that they aren’t good at all. Winter tires are able to maintain traction well below that of all seasons. Summer tires are all but useless at maintaining traction in winter conditions but are excellent at running cooler in the heat of summer.

Traction works two way also. That’s the traction of digging in and moving the truck forward but also traction is that ability to bring the vehicle to a halt without skidding. Skidding is loosing control and even a brief moment of no control is out of the question.

This time a year, it’s critical to give a great deal of attention to your tires and make sure they will perform their best in the conditions you are most likely to face. We have little or no control over the way the road itself is maintained but we do have the ability to control the way we react to the conditions presented.

This is also the time of year when ensuring the windshield is in good shape and that the wipers are changed from summer operations to winter operations. And don’t forget to have a spare 42

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Winter and General Safety

wiper or two to place in your jockey box, just in case.

It’s also the time of year to readjust our mentality. OK, during the summer we’ve let our safety margins shrink. We’re thinking we can stop easier, therefore, we don’t protect our safety margins with the same urgency. As winter approaches it’s time to extend that safety margin because our ability to stop may not be what we want at every point along the road.

Since we never know when we are going to be asked, demanded, to stop, whether for a creature that pops out in front of us and that unthinking car driver passes us and pulls into our safety margin then slows down and in some cases does so quickly it puts everyone in danger.

While truck drivers in the east rarely have to consider “chaining up”, those in the west know that chaining is not an option. When the authorities deem chains are required, chains ARE required. Before you have a need presented to chain up, make sure you know your chains have been properly lain out and are not all tangled up. Make sure there are no broken links. Make sure the fastening devices work smoothly. If there is any doubt in your mind about the soundness of your chains, then replace them. Make sure you know how they are applied.

Even practice installing them where it’s nice and dry and you can do it in comfort, well relative comfort because when you must chain up, rest assured the weather will be very nasty and you’ll be trying to attach chains in less and desirable conditions.

And of course, you remember that, depending on your load and how hot it is, that if you feel unsafe, then park it until you are safe. There is no load, no matter how hot it is, worth your life. If you have any choice, then park until the nasty is over.

Wait until the snowplow has cleared the path and that the saltshaker has done it’s job. This isn’t rocket science, just exercise that common sense that’s inherent in our souls.

I’d like to shift focus now from traction to something that is critically important. We don’t often think about this subject NOVEMBER / DECEMBER 2014

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Winter and General Safety but there was an incident in Ottawa recently that should bring this to our attention in boxcar letters.

The incident to which I refer is the bus/train collision in which six people on the double-decker bus died instantly and more than 30 were injured. There is a lot of speculation about what caused this catastrophic wreck but the thing is that six people died and since one of them was the bus driver, we may never ever know what caused the wreck.

The point I’m going to emphasize here is that crossing railway tracks is potentially life threatening every time. The speed limit for crossing railway tracks at a level crossing is 30 kilometres per hour. This isn’t a suggestion, it’s the law. A law that is ignored completely by the overwhelming portion of the driving population and yes, including truck drivers. We MUST learn that crossing railway tracks is dangerous and we MUST learn to obey the law, every time.

Every year in this country, there are on average forty incidents involving commercial vehicles and trains, so it’s not that uncommon. That’s approximately one wreck every ten days involving a commercial vehicle and a train. Often, there is a fatality, rarely in these types of collisions does everyone involved survive.

There shouldn’t be one wreck. Truck drivers are professionals and therefore should be held to a higher standard. We are held to a higher standard.

Now, to put this particular bus/train wreck into perspective.

The crossing was at the highest level of protection. That means it had flashing warning lights and a barrier and both of these worked. The bus, for some reason, a reason that may never truly be understood, went through the barrier and struck the train, which subsequently derailed. All of the deaths and injuries were on the bus. The train passengers were shaken but otherwise none injured.

So our job as truck drivers is to recognize there is a railway crossing. Slow down, to the speed limit prescribed by the law, then proceed only when safe to do so. If you can see the train, it isn’t safe to cross. Beating the train across the intersection may save a couple of seconds but is the effort of saving a few seconds worth your life? Remember, when you stop of the crossing train, leave enough room for the train’s overhang. The train itself is considerably wider than the tracks. This all sounds like why would anyone not know. Well, forty professional commercial drivers obviously, didn’t know or forgot, so we have to remind each other the dangers. This isn’t just a winter problem although the winter conditions could exacerbate the problem.

Remember that ANYTIME is Train time.

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NOVEMBER / DECEMBER 2014

30 th ANNIVERSARY

Have What It Takes

Tiger Tool is here to make sure technicians around the world have what it takes to get the job done, and done right.

Strut Compressor Safely and efficiently removes and installs the spring-over steering stabilizer found on most self-steering axles.

90102

Pin & Bushing Core Kit

King Pin Press

Removes and installs both rubber-isolated and threaded pins and bushings without removing the spring packs from the axle.

Designed for use on straight and tapered king pins from 7⁄8” to 2 5⁄32”. Generates over 46,000 lbs of force and weighs only 30 lbs.

15000

90150

NOVEMBER / DECEMBER 2014

1.800.661.4661 | tigertool.com 45

Desi News

Truck Drivers are Safest Drivers on the Road Survey Respondents Say

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T

he American Trucking Association released On Monday, October 6th, the results of a survey that says the general public believes that truck drivers are among the safest drivers on the road today.

“This poll confirms that the public knows what we in the trucking industry have always known: professional truck drivers are dedicated, professional and safe,” said ATA President and CEO Bill Graves. “It also shows that our efforts to portray a positive image of our industry are having a tremendous impact.”

The poll was conducted by from September 20, to 24, 2014 by Public Opinion Strategies. 800 registered voters were part of the survey.

According to the poll: • 65% of respondents had a favorable impression of the trucking industry.

• 57% of respondents said the trucking industry’s safety record is favorable.

• 91% of respondents said they believe that passenger vehicles are more likely to make unsafe maneuvers, such as tailgating, driving aggressively, or improperly changing lanes.

• 80% believe truck drivers are safer than passenger vehicle drivers.

• 7% of respondents believe truck drivers are more likely than passenger vehicle drivers to drive unsafely.

• 90% of respondents believe passenger vehicle drivers are more likely to speed than truck drivers.

• 74% of respondents think in accidents involving a car and a truck, the passenger vehicle driver is at fault.

“Our industry values safety above all,” said incoming ATA Chairman Duane Long, chairman of Longistics, Raleigh, N.C., “and this poll shows that our commitment to safety is paying dividends in the minds of the public.”

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THE MICHELIN XDS 2 ®

®

©2014 MNA(C)I. All rights reserved. The “Michelin Man” is a registered trademark licensed by Michelin North America, Inc. (C12399 - 08/14)

Arriving on time and meeting delivery deadlines, whatever the weather conditions, is a daily challenge for professional drivers.

You can trust the MICHELIN XDS 2 to get you where you need to go, when you need to get there. And with its 3D Matrix Siping Technology and wider tread, it offers exceptional traction and improved* take off mileage, providing you with savings and peace of mind. ®

®

TM

*Compared to the MICHELIN® XDS® tire.

NOVEMBER / DECEMBER 2014

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