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Winter and General Safety srd ru`q Aqy quhwfI sur`i^Aw


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Editor’s Note / sMpwdkI

Truckers are the Real Heroes 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 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 Dilbag (Ron) Dhaliwal 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 Contributing Writers Ken Cooke David Brown Pash Brar Jag Dhatt Mike Howe Dara Nagra Ray Gompf Ken Davey Sonia Nanda Santokh Minhas Mani Sharma Art Director Avee J Waseer Cover Design Translator Onkar Singh Saini

AslI hIro, tr`kW vwly 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 hud M y pr iPr vI iehnW dI hIroigrI swfy idlo-idmwZ qy pRBwv C`fdI hY Aqy AsIN iehnW dy pRsS M k bx jWdy hW[ swfw kuJ ` ku GMty mnorj M n krn bdly iehnW nUM kroVW fwLr imldy hn Aqy bhuq swry swfy vrgy pRsS M k vI[ jykr dUsry pwsy nzr mwrIey qW mYNnMU 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 hud M I hY, ies dw Aihsws Swied Awm lokW nUM nhIN hY[ Awm lok dI tr`kW vwilAW pRqI soc vI bhuqI vDIAw nhIN hud M I, 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 hovg y w[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 hud M y 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 inpun M qw nwl inBwauNdy hn[ mYN qW khMg U w ik ieh Asl izMdZI dy hIro hn[ie`k v`fw vhIkl ijs au~pr hzwrW pONf Bwr l`idAw hov,y 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 hud M y hn qW ik Awm lokW nMU grm grm &Uf iml sky, hspqwl ‘c bYf ` 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 hIropx u w 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 ruq ` bUhy qy ^VI hY, BYVw mOsm, br&W nwL iqlkvINAW sVkW, Dud M kwrn G`t id^weI dyxw, mYnMU pUrI aumId hY ik ies mOsm dw swhmxw krn dI qusIN pUrI iqAwrI kr leI hovg y I[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 suri` ^Aq dyKxw cwhud M y hW[ pRmwqmW quhwfy isrW qy h`Q r`K,y dysI tr`ikMg mYZzIn tIm AslI hIroAW nUM slUt krdI hY…. 4

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hux swbkw pulsIey quhwfI m`dd ivc Traffic Tickets Impaired Driving  Criminal Charges 

- Dara Nagra

20 California and Quebec sign agreement to integrate, harmonize their cap-and-trade programs 24 Good and Bad news for trucking, more freight and less trucks to move it 28 Howes Lubricator Products recently announced the acquisition of US Lube 29 Volvo Trucks Announces ‘XE11’ Fuel Efficiency Package for 11-Liter North American Engine 35 Components of particle pollution may contribute to heart disease 43 Hours-of-Service Back As Top Concern in Annual Trucking Industry Survey 44 OTA Freight Forecast: Partly Sunny With Reduced Chance of Showers


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45 5

WINTER AND GENERAL SAFETY srdIAW dw mOsm Aqy quhwfI sur`iKAw

- G. RaY GoMPF


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. 6

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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 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 but there was an incident in Ottawa recently that should bring this to our at-

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tention 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.

hoey hwlIAw hwdsy ny swfw iDAwn ies pwsy iK`icAw hY[ ijs hwdsy dI mYN g`l kr irhw hW ieh fbl fYkr b`s Aqy ie`k ryl g`fI dI t`kr dw hY[ies iv`c b`s ‘c svwr 6 lokW dI mOq ho geI Aqy 30 dy krIb lok zKmI ho gey[ ies sbMDI keI qrHW dy AMdwzy lwey jw rhy hn ik iesdw kI kwrn hovygw pr mrn vwilAW ‘c b`s dw frweIvr vI sI ies leI AslI kwrn dw Swied hI pqw l`g sky[ ijs g`l ‘qy mYN zor dyxw cwhuMdw hW auh ieh hY ik rylvy trYkW nUM pwr krn smyN hr vyly ^qrw bixAw rihMdw hY[lYvl krOisMg ‘qy rylvy trYk krn vyly hr smyN spIf dI h`d 30 iklomItr pRqI GMtw hI hY[ieh koeI suJwA nhIN ieh qW knUMn hY[ ieh ie`k AYsw knUMn hY ijs dI tr`k frweIvrW smyq bhuqy frweIvr pUrI qrHW aulMGxw krdy hn[ swnUM ieh g`l p`kI qrHW Xwd r`KxI cwhIdI hY ik rylvy trYk nUM pwr krnw Kqry BrpUr hY Aqy swnUM hr smyN knUMn dI pwlxw hI krnI cwhIdI hY[ ieh koeI AsDwrx g`l nhIN ies dyS ‘c hr swl kmRSl vhIklW Aqy ryl g`fIAW dy AOsqn 40 dy kRIb AYksIfYNt huMdy hn[ moty qOr ‘qy hr 10 idn bwAd ie`k AYksIfYNt[ Aksr ieh hI dyKx ‘c AwieAw hY ik ies qrHW dI t`kr ‘c koeI nw koeI mOq zrUr huMdI hY[ ieh r`b sb`bI hI hY ik kdy ies qrHW dw Bwxw nw vriqAw hovy[ pr ies qrHW dw ie`k vI AYksIfYNt nhIN hoxw cwhIdw[ pRoPYSnl hox kwrn tr`kW vwilAW qoN ieh Aws hY ik auh Awpxw stYNfrf aucyrw r`Kx[ swnUM ^ws qOr ‘qy ies b`s ryl t`kr nUM idRStIgocr r`Kxw cwhIdw hYy[ieh krOisMg bcwA dy p`K qoN bhuq sur`iKAq hY[ies dw ArQ ieh ik ies QW ‘qy icqwvnI dyx vwlIAW PlYiSMg lweItW Aqy bYrIAr vI l`gy hoey hn Aqy ieh dovyN cMgy Bly kMm vI krdy sn[ pr iksy kwrn b`s ryl nwL jw tkrweI Aqy ryl ptVIEN lih geI ijsdw AslI kwrn Swied kdy pqw hI nw l`g sky[mrn vwLy Aqy zKmI hox vwly swry b`s ‘c hI sn[ ryl ‘c svwr ivAkqIAW nUM Jtky qW l`gy pr auh z^mI hoxoN bc gey[ ies leI tr`k frweIvr hox krky swfw kMm ieh vyKxw vI hY ik A`gy rylvy krOisMg qW nhIN[ies leI kwnUMn Anuswr imQI h`d Anuswr hI c`lo Aqy A`gy qW hI vDo jy ies qrHW krnw sur`iKAq hY[ jy quhwnUM ryl g`fI AwauNdI ids rhI hY qW ies qrHW dy smyN krOisMg pws krnw sur`iKAq nhIN[ Aw rhI g`fI swhmxy lMGx nwl ku`J ku sYikMf qW bc skdy hn pr kuJ sYikMf bcwaux leI qusIN AwpxI izMdgI dwA ‘qy lw skdy ho? Xwd r`Ko ik jdoN qusIN ie`k krOisMg ‘qy ryl g`fI lMGwx leI KVHy ho qW aus nwL AwLy duAwLy dI jw rhI hvw dy Asr qON bcx leI quhwfw Pwslw TIk dUrI vwlw rihxw cwhIdw hY[ ryl ptVI dy Pwsly nwlON ryl dI cOVweI vI izAwdw huMdI hY[ ies leI ieh g`l smJxI AOKI nhIN ik swnUM Fu`kvIN dUrI ikauN r`KxI cwhIdI hYy[ pRoPYSnl kmRSl frweIvrW nUM keI vwr ieh g`l Bu`l jWdI hY jW auh nhIN jwxdy[ ies leI swnMU ie`k dUjy nUM ies qrHW dy ^qirAW qoN Xwd krvwauNdy rihxw cwhIdw hY[ ieh kyvl srdI dy mOsm dIAW muSklW nhIN, hW pr ieh ies mOsm ‘c ieh gMBIr ho jWdIAW hn[ sdw Xwd r`Ko hr smW ryl g`fI lMGx dw smW hI hY[

TRUXPO 2014 to Showcase Class 1 to 8 Trucks, New Conference Program & Features


RUXPO, Western Canada’s largest trucking and logistics show, will return to TRADEX in Abbotsford, British Columbia, September 19 and 20, 2014, with exciting new developments! TRUXPO is the event where industry meets to find new products and see the latest in commercial truck and transportation equipment. Fleet managers, truck buyers, operators, service personnel and distributors will be able to talk to sales and tech8

nical staff face to face to assist and plan their next purchase. Local, national and international exhibitors and visitors will be at TRUXPO, which is one of Canada’s largest exhibitions of Class 5-8 trucks and equipment and other industry-related products and services. The event will also showcase trucks used in forestry, construction and other vocational trucks with an emphasis on Class 1-4 vehicles. If it’s a work truck, it will be showcased at TRUXPO next September. NOVEMBER / DECEMBER 2013

US House Approves Process for Sleep Apnea Legislation by 405-0 votes


y a vote of 4, the U.S. House passed a bill requiring any Federal Motor Carrier Safety Administration action on sleep apnea to go through the usual rulemaking process rather than simply issuing guidance. The bill does not require FMCSA to issue any policy or regulation regarding sleep apnea but ensures that any future policy does not avoid a thorough analysis of the prevalence of obstructive sleep apnea among truck and bus drivers, the range of possible actions to address the problem or the costs and benefits of any policy. A Senate version of the bill was introduced and referred to the Commerce, Science and Transportation committee, where it awaits action. Trucking interests have been concerned that FMCSA’s initial approach of posting a guidance, rather than a formal rule, does not give employers a clear enough statement of their legal responsibilities, according to Heavy Duty Trucking. FMCSA recently agreed it would go through the rulemaking process for future apnea policy. Supports of the legislation still wanted Congress to guarantee the legislative process.

slIp AYpnIAw lYijslySn nINd smyN swh rukx (Sleep apnea) dI frwIvrW dI sm`isAw bwry XU.AYs.dy hwaUs ny ie`k ib`l pws krky FMCSA nUM mwrg drSn dyx dI ibjwey inXm bnwaux leI AwdyS id`qw hY[ib`l FMCSA nUM iksy pwlsI jW rYgUlySn jwrI krn dI QW ieh XkInI bnwaux leI kihMdw hY ik slIp AYpnIAw bwry Biv`K iv`c koeI vI pwlsI bnwaux qoN pihlw tr`kW jW b`sw dy frweIvW dI Awbstr`kitv slIp AYpnIAw dI sm`isAw, ies dy h`l leI sMBv kwrj jW AjyhI pwlsI dy KricAW, lwBW bwry ivsqwr nwl AiDAYn kIqw jwvy[ ib`l nMU sYnyt iv`c pyS kIqw igAw sI Aqy hux ieh kwmrs, swieMs Aqy trWsportySn kmytI kol AglI kwrvweI dI aufIk kr irhw hY[ “hYvI ifaUtI tr`ikMg dw kihxw hY ik tr`ikMg vwly ies g`loN icMqq hn ik FMCSA dI kwrj pRxwlI p`ky inXmW dI QW kyvl mwrg drSn (guidance) hI krdI hY ijs nwl AYmplwierz dI kwnUMnI ijMmyvwrI bwry sp`St nhIN huMdw[ huxy ijhy FMCSA ny sihmqI id`qI hY ik auh Biv`K dI AYpnIAw nIqI bwry inXm bxweygI[

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Republic Services Inc. took the initiative to replace its older diesel powered trucks with 53 new compressed natural gas waste and recycling trucks. The company says that installing a natural gas filling station to support its new fleet will allow drivers to refuel during non-peak hours. The US Environmental Protection Agency reports that each new CNG solid waste and recycling truck will reduce ozone-forming emissions by up to 80% when compared to the older diesel powered vehicles.

Mobileye now joins Enhancement Box in order to enhance driver and fleet safety. The Enhancement Box can be configured to connect to different functions of a vehicle so that fleet and safety managers can tailor the system to their needs. Things like muting the car radio, turning on hazard lights, deactivating factory cruise and haptic warning via seat vibrators are just come of the functions that can be added when safety alerts are generated. The new Enhancement Box may also be compatible with older vehicles.

In order to provide more online shopping for customers, Penske Used Trucks has launched a new mobile website that will feature wide range of commercial heavy-duty vehicles. Jack Mitchell, VP of Marketing, says that their full inventory is available on the mobile site and is updated on a daily basis. By having the same search engine available on a mobile device as on a desktop, Penske says that traffic from smartphones has tripled over the past two years.

Shell, which has fuel card programs in 37 countries, has launched the Shell Fleet Navigator Card in the USA. This was an opportunity for Shell to serve larger fleets with light, medium, and heavy-duty vehicles; these vehicles were previously served by bank card providers. According to Henry Miller, GM of the Commercial Fleet Card Program, this new card will allow fleet managers with more access, flexibility and control. Currently, the Shell Fleet Navigator Card is available to fleets that have 80 vehicles or more.

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Cummins recently announced their new ISV5.0 V8 diesel engine, which is geared to power pickup and delivery vehicles, stepvans, other light and medium-duty trucks, school buses and motorhomes. This compact, light and fuel-efficient engine is intended as an alternate to gasoline or small displacement diesel engines. According to the designers, this engine’s idea is to minimize OEM engineering time and vehicle retooling costs. Mack Truck’s new Telematics System will be standard equipment on Model Year 2015 Pinnacles, Titans, and Granites. This maintenance monitoring system, called “GuardDog Connect,” which will be free of charge for two years, can diagnose issues, schedule repairs and confirm that the needed parts are in stock and ready to install, all while the truck is still working. Mack states that this new system ensures that techs are fully prepared by the time the truck rolls into the repair bay. Pilot Flying J announced recently the expansion of their brand, offering Pilot diesel fuel in Kuttawa, Ky. This new location will offer 100 parking spaces, seven showers, laundry facilities and a game room. In the past year, Pilot Flying J has opened twenty stores in the USA and three in Canada. Combines, there are over 650 Pilot travel centers and Flying J travel plazas across North America. The network services more than 1.3 million customers on a daily basis. The BC Trucking Association (BCTA) will be testing a new skills-assessment tool, called IDRIVE and is looking for 25 recent immigrants with professional truck driving experience to participate in a pilot test that will take place in November and December 2013. The BCTA is looking for ways to address the shortage of professional drivers and this new assessment tool could help alleviate this potential problem. Drivers who wish to participate in this pilot test cannot be currently employed and must live in BC; however, at the end of the test, participants will receive a copy of their IDRIVE assessment and the BCTA will help connect them with motor carriers who are looking to hire. The Ontario Ministry of Transportation (MTO) announced a five-year extension to the transition period for most Phase 3 Safe, Productive and Infrastructure-Friendly (SPIF) vehicles. This extension was granted due to the poor economic conditions during the last 3 years. The MTO says that a smooth transition is required and thus, an extension was allotted. NOVEMBER / DECEMBER 2013



DRIVER - A Game of Inches SHORTAGE - daVid BRadLEY


man practicing sportsmanship is better than 100 task force has taken pains to state, carriers alone hire, fire, and preaching it -- so said Knute Rockne, the Notre pay their employees and set the rate for the services provided. Dame coaching legend, who went on to be one of the greatest Leadership for solving the driver shortage has to come from the college coaches of all time. His point was that when it comes to carriers. There are things you can control now without relying on inspiring others and influencing change, actions always speak anyone else. Why not start by adopting and implementing the louder than words. Core Values recommended by the BRTF in your human resource It was that sort of thinking that went into the launching of the policies. Canadian Trucking Alliance’s Blue Ribbon Task Force on the Driver I’ve listed a selection of the Core Values before in this space, Shortage. The task force, whose work is ongoing, comprises a but I think some of them bear repeating: For example, truck drivgroup of carrier leaders who are making a comprehensive and ers are our most important asset, the face of the industry -- to our honest attempt to tackle the industry’s biggest operational con- customers and to the public and they are deserving of respect. cern -- the long-term chronic shortage of qualified commercial They should have an improved ability to predict what their weekdrivers in Canada. ly pay is going to be. It would be easy to dismiss what the task force is attempting Compensation packages need to be competitive with or betto do. There is no shortage of cynics in the industry. And, yes I ter than alternative employment options and more transparent. have heard the argument that there is no driver shortage, just a Drivers should be paid for all the work that they do and earn shortage of companies willing to pay more. There is no denying enough to cover all reasonable out-of-pocket expenses incurred monetary compensation is a factor and it’s true in some sectors while on the road for extended periods. Their time at work should pay rates have not kept pace with the nature and demands of not be wasted -- at shipper/consignee premises, waiting for their job – the task force has acknowledged that. But it’s also equally trucks in the shop, or waiting for a response to a question of their true that there is good (dare I say even very good) money to be carrier. They should be able to rely on their carrier not to interfere made in this industry. Even the specialized, premium sectors of with their personal time by (for example) calling them back to the industry where pay tends to be higher are not immune from work early. Driver wellness should be a top priority for employers. human resource challenges. The trucking industry isn’t the only You can go to to see how carriers are imsector facing a shortage of qualified workers but it is perhaps one plementing some of these actions into their company’s human of if not the most impacted. resource policy. (And folks, if you don’t have a human resource The underpinnings of the shortage are broad and systemic. policy, the Core Values are a good place to start). But as the Conference Board of Canada concluded, they’re also In many ways is one of the most innovative, technologically generational, perceptual and socially reflected in the nation’s pioneering industries there is. In other respects, it’s painfully old demographic trends. The Conference Board, as well as the BRTF, school and slow to adapt to new generational realities. In part this concludes that a number of strategies could help bridge the sup- reflects the hypercompetitive nature of the industry where price ply and demand gap. Wages and working conditions are obvi- is king and many carriers are just trying to survive. Changing that ous. A reorganization of trucking activity and supply chains in is difficult. Who wants to be the first canary in the coalmine? But order to reduce pressures on long-haul drivers and make better there are times when it’s the right thing to do. Like good sportsuse of their time is needed. Mandatory entry level driver training manship. Don’t be the 101st in line to just preach about it. and upgraded licence standards to achieve a skilled occupation designation are also important. Some of these approaches will require coJoin our group: operation from outside forces such as supply Magazine chain partners and government. But for the on facebook most part, the trucking industry will have to try and control its own destiny, which is not easy for an industry like hours. But as the

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NO LOAD IS WORTH YOUR LIFE Do get your truck ready. Don’t put it off and wait until you’re caught in a dangerous situation.


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 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 14

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 - KEn daVEY 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 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 NOVEMBER / DECEMBER 2013

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 HowesDieselTruckingS13.pdf 1 2/8/13 9:22 on AM driving easier, even if it is still snowing. Delivering time is best. However, delivering late beats not delivering at all.

The California Air Resources Board is reminding Deadline


he California Air Resources Board is reminding model year 2006 transport refrigeration unit owners who want to qualify for compliance extensions that only about two weeks remain before the purchase order deadline for ordering Level 3 verified diesel emissions control strategies, such as diesel particulate filters, for retrofitting engines. Model year 2006 TRU and TRU generator set engines must comply with the CARB’s TRU regulations in-use performance standards by Dec 31. The TRU Regulation does not allow compliance extensions if orders for VDECS, such as Level 3 DPFs, are placed after Oct. 31 and installation is not completed by Dec. 31. CARB notes if model 2006 TRU owners order Level 3 DPFs before the end of October, installation by the end of 2013 is very likely possible. More importantly, if you order a Level 3 DPF before Oct 31 and delivery or installation is delayed so that you can’t comply by the end of 2013, you may qualify for a compliance extension. To qualify for compliance extension: • Purchase orders for Level 3 DPFs must be placed before Oct. 31 • The TRU must be registered in CARB‚s Equipment Registration/ARBER system • An application for extension must be submitted to CARB with the required documentation before Dec 31. For general information about the TRU Regulation and VDECS information, visit: If you have questions about compliance or registration you can call the CARB TRU Help Line at 1-888-878-2826 or 916-327-8737.

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Powertrain Diagnostics As

a driver, your input is essential to accurately diagnose powertrain failures, especially when the truck is no longer drivable. It is very important that you note exactly when the problem occurs. Does the problem happen when you shift the lever or on an air shift? When traveling straight or only in a corner? Do you hear a noise or feel a vibration? Is it worse in direct or overdrive? The more information you can gather, the easier it will be for the technician to accurately diagnose the powertrain failure. Next, you need to decide if the problem warrants a tow truck or can the truck still be driven without causing additional damage. In most cases if you suddenly hear a noise or feel a vibration the best advice would be to tow the truck into a repair shop. Now, you have to decide which shop to tow your truck to. Choose a shop with a good reputation and lots of experience. If your problem is minor like an air leak, seal leak or universal joint problems, you may choose to go to your general repair mechanic. However, if your problems are more serious like synchronizer grinding, transmission jumping out of gear or no drive into the rear differential, your best bet would be to go to a shop that specializes in transmission, differential, clutch and driveline repair. Shops that specialize in powertrain diagnostics have the skills to correctly diagnose the problem, especially electronic issues with the newer electronic auto shift transmissions. The first thing the shop will do is diagnose the failure. There are six major powertrain components to diagnose, the clutch,

the front section and auxiliary sections of the transmission, the driveline, the front differential and the rear differential. These are the step that a technician with years of experience will excel. Often, lesser skilled technicians will misdiagnose the failure, causing the customer added expense and downtime. After the failure has been diagnosed the next step is to establish the cause of the failure so that the same problem will not happen again after the failed component has been repaired or replaced with an exchange unit. This very important step is often overlooked by less experienced shops. With the diagnoses complete, the next decision will be to repair, rebuild or replace your failed powertrain component. At this point your powertrain specialist will be able to give you a few different options. If your problem was only synchronizer related you may choose to repair the auxiliary section of your transmission however, if the problem is in the front section you will have to choose between fixing the problem, rebuilding the entire transmission or installing a remanufactured exchange unit. If your problem is in one of the differentials you may choose to install a new factory unit. New 40,000 lbs. differentials can be sold for close to the same price as rebuilding the old one. For the best service and price take your truck to an experienced powertrain rebuilder that you can trust to diagnose and repair your truck properly the first time, while finding the root cause of your problems so that the same failure will not occur again.

For more information on this or any other truck powertrain related subject, call Coastline Transmission & Differentials at 604-533-4651 or call us toll free at 1-888-686-4327. 16




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winter fast approaching, the safety of truck drivers becomes paramount. Each year there are numerous injuries and fatalities. Though all of them can’t be prevented, drivers may want to plan for the future and look in to prevention. When leasing a truck or trailer, insurance can be added to the deal. We offer life, disability, and loss of employment insurance. You can choose one or all three. We hope you don’t need it, but just in case, insurance can cover payments, and aid your family just in case something unexpected happens. However, prevention is the first step. When purchasing a truck, safety for the drivers comes first for me. Personally I don’t really care what colour truck you want, if you want a chrome package, or a fancy skull on the hood. I want to make sure you come home after each trip. I like options in a truck like LED lights. If you can see better, and can be seen better, I’m all for it! I encourage drivers to add this option. LED’s only came out recently on some of the new models of trucks. Traction control is coming out in a lot of new automatic trucks. The ABS will kick in if the truck is slipping and backs fuel off the tires to help guide the truck straight. This is an an option available in manual transmissions too. There are roll over features to maintain stability. Bigger brake lines are out on 2011 and newer trucks which stop the truck in a shorter distance. So consider that older truck can’t stop as fast if purchasing used. On trailers ABS has been standard since the late 1990’s and Canada pioneered this before the USA. Not all these options are standard, but I encourage drivers to add them. I ask the dealerships to add all the safety features available to my driver’s trucks. The dealerships don’t meet the driver’s families and kids like I do, so I want to look out for the whole household. If it’s a safety option, add it! - 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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Don’t look at the cost as it can be covered by financing. Lives aren’t measured in dollars and cents. I often have drivers asking why I do so much for them. I meet them at their yards, at their homes, and in their trucks to sign a deal and try to make sure they never miss work. I meet them in the evenings and weekends and keep them on the road without missing a load, all while having tea with them and the whole family. The reason I do so much is because about a year and a half ago I knew a driver who was killed in Calgary. I spoke to him just a few minutes before it happened. One minute he was talking to me on the phone and faxing me paperwork, and a few minutes later he was dead on the street with a white sheet covering him. Under that white sheet was my friend. He had a wife and two kids, and two brothers who are also drivers. He drank coffee instead of tea. He was a good person and he died a hero. He saved another driver’s life who was with him, and died in the process. I answered the phone when his family realized what happened and dealt with his daughter shrieking “What happened to my dad? Where is my dad?” That’s why I do so much. He worked hard and died. I was asked at my work what would happen if one day we had to repossess some of the trucks or trailers I have financed. My reply was simple. All of my clients are great. They have great credit, and if something had gone wrong with their credit in the past, they told me the truth up front and were very honest. They are all trusted and no one has missed payments so far. I don’t think we will repossess on any of my clients, but one day one of them won’t make it home alive and the equipment will be written off. I don’t want to see that day. All of my drivers have become my good friends so keep being my friend and stay safe. Every truck driver out there risks his or her life every single day to bring you all the goods you’re used to having. Look around your house. That furniture was brought in on a truck. Those apples, that carpet, the counter tops, the appliances, the clothes, cosmetics, your television, were all on a truck. Everything in your home was brought in on a truck and so auh myry nwl Pon qy g`l kr irhw sI Aqy mYnMU pypr vrk PYks kr irhw sI pr kuJ imMt ip`CoN auh sVk qy mirAw ipAw ic`tI cwdr nwl F`ikAw hoieAw sI[ic`tI cwdr Q`ly myrw im`qr sI[ausdI pqnI Aqy do b`cy sn Aqy do Brw sn ijhVy frweIvr vI hn[auh cwh dI QW kwPI pINdw sI[auh ie`k cMgw ienswn sI Aqy auh hIro dI mOqy mirAw[ausny Awpxy nwldy frweIvr dI jwn bcweI sI Aqy ieMj kridAW AwpxI jwn gvw id`qI sI[ ie`k vwr mYnUM kMm qy pu`iCAw igAw ik jykr myry duAwrw PwienYNs kIqy tr`k jW trylr swnUM rIpozYs krny pY jwx qW kI hovygw[myrw au`qr sDwrx sI[myry swry klwieMts cMgy hn[auhnW dy krYift cMgy hn Aqy jykr bIqy iv`c auhnW dy krYifts mwVy vI kdy hoey hn qW ahnW mYnUM ibnW iJjk scweI d`s id`qI Aqy iemwndwrI idKweI[swry ivSvwsXog hn Aqy iksy ny vI Ajy q`k pymYNt im`s nhIN kIqI[mYnUM nhIN l`gdw ik swnuUM Awpxy iksy klwieMt dw tr`k-trylr rIpozYs krnw pvygw[jy ikqy iksy idn koeI frweIvr Gr ijaUNdw nw muV sikAw qW ausdw iekivpmYNt ausdy nW qoN k`t id`qw jwvygw, pr mYN Ajyhw idn vyKxw nhIN cwhuMdw[myry swry frweIvr myry im`qr hn Aqy im`qr bxy rho qy sy& rho[ quhwfI loV dIAW vsqUAW quhwfy q`k phuMcwx leI hr tr`k frweIvr hr idn AwpxI jwn dw joKm auTwaudw hY[Awpxy Gr iv`c JwqI mwro[ieh PrnIcr tr`k qy AwieAw sI, auh AYpl, kwrpYt, kwautr NOVEMBER / DECEMBER 2013


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was everything in your favorite grocery store, restaurant, and shopping mall. So thank you to all the drivers who risk their lives every day so we can have all the things we need. Keep that in mind when you tail gate a truck driver or cut them off. Remember that when you get frustrated that they move slower than a car. They move slower because they carry a lot more weight which makes it a lot more dangerous. Have respect for what they do and thank them. Don’t honk and swear at them, wave a friendly thank you as you pass them safely and legally. They do it for all of us and to feed their families. Drive safe!

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California and Quebec sign agreement to integrate, harmonize their cap-and-trade programs


alifornia and Quebec took another step toward linking their cap and trade programs when representatives of the two jurisdictions signed an agreement outlining steps and procedures to fully harmonize and integrate the two programs. The agreement, in both French and English, was signed for California by California Air Resources Board Chairman Mary D. Nichols. Signing for Quebec were the Minister of International Relations, La Francophonie and External Trade, JeanFrançois Lisée and the Minister of Sustainable Development, Environment, Wildlife and Parks, Yves-François Blanchet. Signing the agreement is the latest step in a process to link the two jurisdictions that began more than five years ago. It will be followed in November by a report to the California Environmental Protection Agency and Governor Brown on the progress toward linking. In December 2012, the Government of Quebec adopted a regulation providing for linkage between the two programs. In April 2013 the Air Resources Board adopted a regulation setting January 1, 2014 as the start of the linkage, which will enable carbon allowances and offset credits to be exchanged between participants in the two jurisdictions’ programs. “For more than five years, California and Quebec, along with other states of the United States and provinces of Canada, have worked together to address the risks of man-made climate change,” said Nichols. “We have created and are now implementing the most advanced and comprehensive programs to reduce the pollution that threatens our global environment.” “The collaboration between Quebec and California in the development of a carbon market on a continental scale is an excellent example of North American regional cooperation that is beneficial to all partners, both from an economic and an 20

environmental perspective. As leaders in the fight against climate change, California and Quebec advantageously position their businesses involved in the research and development of new clean technologies on the world stage. We seek nothing less than to become an international reference on this issue,” said Minister Lisée. “Through this agreement, we continue our positive working relationship and the process of integrating our programs,” said Secretary of the California Environmental Protection Agency Matthew Rodriquez. “In doing so, we enhance the benefits to each of our peoples and our history of effective cooperation to achieve a shared goal will provide a model for others to emulate, not only in North America, but throughout the world.” “The sale of emission allowances will generate at least $2.5 billion in revenue by 2020 in Quebec. These funds will be fully reinvested in initiatives to fight climate change, including facilitating the conversion to renewable energy, promoting energy efficiency, improving industrial processes, and preparing Quebec society to adapt to the impacts of climate change. The electrification of transportation is another major project on which our government will labor over the coming months,” said Minister Blanchet. The linked programs will provide a working model for other states and provinces that are seeking cost-effective approaches to reducing their greenhouse gas emissions. The recent announcement by the U.S. EPA regarding limits on greenhouse gas emissions from power plants, for example, could lead to state-by-state caps and a system that would allow them to trade credits with other similar programs. The California-Quebec arrangement could be the template for that effort.


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WHAT’S IN THE AIR • NOx and Soot – these have the most impact on our environment • NOx ( Nitrogen oxides)are a group of highly reactive gases containing nitrogen and oxygen in varying amounts • Nitrogen dioxide, along with particles in the air, can often be seen as a reddish-brown layer over many urban areas • Particulate matter (Soot) is the visible exhaust from the engine. • Soot is made up of unburned fuel, carbon, and other solid material MEETING 07 EPA LEVELS • To meet EPA ‘07 levels for particulate matter, all manufacturers turned to an exhaust after-treatment system • The technology in this after-treatment system is the “Diesel Particulate Filter”. • Instead of exhausting soot into the atmosphere, the DPF traps the soot, and then uses heat to oxidize it. So what exits the exhaust is much cleaner air. HOW DOES IT WORK • The DPF is actually a ceramic filter that has thousands of tiny channels. As the exhaust passes through these channels, soot is trapped along the channel walls and is prevented from exhausting through the stacks. • The ceramic filter looks like a honeycomb structure. • This structure is covered with a layer of chemical catalyst that contains small amounts of precious metal, usually platinum or palladium, that interact with and oxidize pollutants in the exhaust stream (CO and unburned HCs), thereby reducing poisonous emissions. • Soot trapped along the channel walls prevent it from exhausting through the stacks. • Every once in a while, the DPF must remove the soot that has built up along the channel walls to remain effective. • This process is called “Regeneration.” • Regeneration is an oxidation process that uses heat to remove the soot from the filter. • The regeneration process is actually pretty simple. • There are two stages in this process: 1) ACTIVE & 2) PASSIVE PASSIVE REGENERATION • Passive regeneration occurs naturally under steady driving, when the engine achieves the required operating temperature. • The DPF contains an oxidation catalyst that is coated with precious metals. • Under normal highway driving, passive regeneration takes place as the catalyst in the DPF heats up enough to oxidize the soot and turn it into CO2. • The CO2 exits through the exhaust stack. • Any residues left behind are converted into harmless ash that collects in the DPF canister.

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• The process is continual, so whenever the vehicle reaches operating temperature, the DPF will begin passive regeneration. • Passive regeneration occurs naturally under steady high engine loads. • Catalyst in DPF oxidizes soot when exhaust temperatures reach about 600°F ACTIVE REGENERATION • Over time, passive regeneration is not enough to prevent soot from building up in the DPF and that’s when the second stage of cleaning is used. This is called “Active Regeneration.” • The truck engine computer indicates that the DPF needs cleaning, and if the operating temperature is high enough, it automatically initiates an active regeneration. • In general, active regeneration begins when a small amount of fuel is introduced into the exhaust stream between the turbocharger and the DPF. • This fuel is atomized into an extremely fine spray that does not burn. Instead, when it makes contact with the catalyst on the DPF, it generates intense heat –upwards of 1100 degrees Fahrenheit --that oxidizes any remaining soot on the ceramic filter. • Again, the soot is oxidized and CO2 exits the stacks and ash collects in the canister. • Small amount of fuel is introduced into the exhaust stream to create intense heat –upwards of 1100 degrees Fahrenheit – to oxidize any remaining soot. • Active Regeneration may take place once a day, depending on the type of driving. • Each regeneration can take 30 minutes or more. • If you stop or slow down, the regeneration may be interrupted and may need to repeat. AUTOMATIC REGENERATION * Awm hwlqW ‘c jdoN hweIvyA ‘qy frweIivMg huMdI hY Aqy fI pI AYP dw pRyrk ieMnw grm ho jWdw hY ik DUMeyN nUM sI E 2 Bwv kwrbn fwieAwksweIf ‘c bdl idMdw hY qW ieh pRikirAw pYisv rIjnrySn AKvwauNdI hY[ AYkitv rIjnrysn: *bhuq vwrI fI pI AYP ‘c jmHW hoieAw DUMAW pYyisv rIjnrySn nwl nhIN rukdw ies leI hI dUjI styj dI loV pYNdI hY ijs nUM AYkitv rIjnrySn kihMdy hn[ * tr`k ieMjx dw kMipaUtr d`sdw hY ik sPweI dI loV hY Aqy jy AwpryitMg tYNprycr izAwdw hovy qW ieh AYkitv rIjnrySn nUM Awpxy Awp hI cwlU kr idMdw hY[ * Awm qOr ‘qy AYkitv rIjnrySn audoN SurU huMdw hY jdoN ik trbocwrjr Aqy fI pI AY`P dy ivckwr vwLI strIm ‘c QoVHw ijhw iPaUl pwieAw jWdw hY[ * iPaUl dy ies qrHW AxU bxw ky vDIAw FMg nwL spryA kIqI jWdI hY ik ieh jLdw nhIN[ies dy ault jdoN ies dw sMprk fI pI AY`P dy kYtwilst nwL huMdw hY ieh 1100 ifgrI PwrnhIt dy brwbr qwpmwn pYdw krdw hY Aqy sIrYimk iPltr ‘c rih gey DUMeyN dw AwksIkrn kr idMdw hY[ * Pyr DUMeyN dw AwksIkrn ho jWdw hY Aqy kwrbnfweIAwksweIf stYkW ‘coN bwhr inkl jWdI hY Aqy suAwh kYinstr ‘c iek`TI ho jWdI hY[ * AYgjwst strIm ‘c QoVHw ijhw iPaUl pwieAw jWdw hYy qW ik bhuq izAwdw grmI pYdw hovy- l`g B`g 1100 PwrnhIt ifgrI q`k - qW ik bcdy Kucdy DUMeyN dw vI AwksIkrn ho jwvy[ * ieh tr`k dI clweI ‘qy vI inrBr krdw hY pr AYkitv rIjnrySn idn ‘c ie`k vwr kIqw jw skdw hY[ *hr ie`k rIjnrySn nUM 30 imMt jW ies qoN v`D smW lgdw hY[ * jy qusIN ruk jwE jW hOlI ho jwE qW ies nwL rIjnrySn ‘c ivGn pY jWdw hY Aqy ho skdw hY ik ieh Aml quhwnUM duhrwauxw pY jwey[ Awpxy Awp rIjnrySn * Awm qOr ‘qy AwPtr tRItmYNt isstm sYlP mOnItOirMg huMdy hn[ jdoN NOVEMBER / DECEMBER 2013

ryfIAl tr`k twier

ie`k shI twier

iksy vI sVk leI Arwmdwiek Aqy ie`kswr clweI ivSwl mh`qqw, vwijb kImq

syl jW hor jwxkwrI leI sMprk kro:


• In general, after treatment systems are self-monitoring. When the soot level is high enough, the system automatically initiates an active regeneration. • Vehicle idle speed may increase when stopped to maintain proper regeneration conditions. PARKED REGENERATIONS • There will be times when drivers will need to perform a manual or “parked” regeneration. This may be because they cancelled a regen, or an automatic regen had started, but was interrupted when the vehicle was stopped. • Parked regens are active regenerations initiated by the driver when the vehicle is stopped, engine running, with the parking brake applied. Usually there is a dash switch of software based method for initiating a parked regen • Cautions o Extremely high exhaust temperature during active regeneration. o Stay clear of combustibles and people . Crowded worksites, fueling stations, tunnels DRIVING WITH DPF • Two mounting options o Mounted on frame close to turbo exhaust o Back of cab • Fuel requirements o DPF requires use of Ultra Low Sulfur Fuel and approved diesel CJ4 engine oils • Cleaning o DPF requires professional cleaning every 150,000 –250,000 miles This information is not intended to be a legal document or to be used as official EPA information or instructions. Not responsible for omissions, errors or legal content.

Courtesy: Arrow Truck Sales, USA

Good and Bad news for trucking, more freight and less trucks to move it

tr`kW vwilAW leI cMgI / mwVI ^br: izAwdw mwl pr iesnUM iljwx leI G`t tr`k

report by CNBC says that there’s good news and bad news about trucking these days. The good news is traffic is up! A good sign for the economy! (OK, there’s a caveat, but more on that in a minute). The bad news? That the good news may lead to an economic headwind you weren’t expecting. Is this good news/bad news important? You betcha. After all, trucks manage about 70 percent of the nation’s commerce. Face it, if you bought it at a store, it probably got there on a truck. So pay attention. “Trucking stats are often used as a gauge (one of many) on the health of the economy,” pointed out Greg McBride, senior economist for “All in all, an increase in tonnage is reflective of increased demand, and that is a positive economic indicator.” The Good News … The tonnage of truck freight increased by 1.4 percent in the

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last month, according to the American Trucking Associations, reversing 0.6 percent fall in July. It was the largest pop since May and kept up a forward trend for three of the last four months. OK, here’s the caveat. It’s freight as measured by weight. And it turns out the sectors giving trucks the most business right now—housing, automobiles and fracking—move a lot of heavy stuff. If you just count individual truckloads, it’s not much of a gain. In fact, it’s pretty flat. And since a truckload of bricks, while weighing more, costs a lot less than a truckload of lightbulbs, it might not be saying that much about the economy. But then again, low end stuff moving now may mean high end stuff will move later. You got to build the house before installing the light bulbs. And at least the trucking trend is moving in the right direction. “The significance of these numbers isn’t the August increase—because July was down after all—but the fact that it has been up in three of the past four months,” McBride said in an email response to questions. “The takeaway is positive.” (For those of you who like cross-checking data, railroads seem to be seeing a slight uptick as well). The Bad News … There may be a shortage of trucks to carry the freight an improving economy produces. That’s the warning from an economist for the trucking group. “We are headed for a capacity problem,” Bob Costello, chief economist for the American Trucking Associations, said at a recent conference. “The industry is not adding much capacity today.” Indeed, during the latest economic doldrums, truckers did not make it a priority to add new equipment to fleets. In fact, they reconfigured equipment to do other work (like turning a dry-good hauling truck into a tank truck for the fracking business) or selling used trucks to overseas buyers, according to Costello. On top of that, productivity is down, Costello said. Truckers are having trouble keeping qualified drivers because of competition from construction and energy outfits looking for heavy equipment operators. In addition, new government regulations about hours of service and new electronic logging procedures (which take time to learn) eat into the time drivers can be on the road, he suggested. Obviously a lack of trucks could pose a problem for a recovering economy. if goods aren’t moving to where people can buy them, well, they don’t get bought. Until, of course, economics kicks in—like higher wages for drivers and higher rates for trucks. “I’m not suggesting fruits and veggies will rot,” Costello said in an email response to questions. “But when the crunch happens, the pendulum will move towards carriers. As rates then go up, it will be a little easier to increase capacity.” Of course, those increased transportation costs get moved to the companies using those trucks and their customers. Transportation, however, usually makes up a very small percentage of the overall price of most goods. Still, it’s a cost that wasn’t there before.

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Espar Awarded with General Motors Supplier Quality Excellence Award


spar Climate Control Systems was a recipient of the prestigious General Motors Supplier Quality of Excellence Award. Congratulations to the Espar Team on achieving this great honor. This is the second year that GM has hosted their Supplier Quality Awards. The ceremony took place at the Detroit Marriott in Troy, Michigan on October 1st, 2013. Accepting the award, on behalf of Espar were Ashu Aggarwal, Quality Manager and Ioan Albu, Operations Manager. Only top-performing suppliers who are compliant and meet the quality performance criteria and provide cross-functional support to GM are chosen for this award. General Motors is a corporation that strives for excellence and their goal is to design, build and sell the world’s best vehicles. Product quality, obviously, impacts their success and through their diligence and perseverance GM earned the top spot in the J.D. Power Initial Quality Study. They plan to pass on acknowledgements to qualified recipients each Performance year, which begins July 1st through till June 30th of each calendar year. As GM, Espar is adamant about quality excellence and has worked hard to achieve and maintain their standards. Espar offers a HYDRONIC D5 Z heater assembly along with two fuel pump assemblies an select service parts to GM. We look forward to a successful working partnership with GM. Espar Products is the manufacturer of fuel operated heaters, these heaters are known for their capability of reducing significant fuel costs and associated Green House Gases. They are designed for mobile applications such as truck, bus, offhighway, marine and automotive; the systems utilize 12 or 24 volt battery systems and gasoline or diesel as an onboard fuel. They operate as diesel or gasoline furnaces with sealed combustion chambers. Espar Air heater’s use forced air as a heating medium while the Espar Coolant heaters circulate the engine coolant to transfer heat. Espar also manufactures roof top mounted AC systems for the Motor Coach, Transit and School Bus markets as well as the IMobile Flex Cool Freezer containers.

Sleep apnea, must come through the rulemaking process, rather than guidance to medical examiners.


.S. President Obama signed a bill this week stating that any changes in federal requirements for handling truck driver sleep disorders, such as sleep apnea, must come through the rulemaking process, rather than guidance to medical examiners. The Federal Motor Carrier Safety Administration has traditionally used a “guidance” to for examiners trying to spot drivers with a sleep disorder. The agency, reports Heavy Duty Trucking, has been working on a more robust guidance that reflects the better understanding of obstructive sleep apnea in particular. That work will be included in any future mandate, but the legislative route passed requires the agency do conducted more research on a much broader range of issues, such as a cost-benefit analysis. Sean Garney, manager of safety policy at American Trucking Associations, tells HDT this will require the agency to estimate the number of drivers who would be affected by the rule, the percentage of crashes in which sleep apnea is a factor and the percentage that would be affected by treatment of apnea. “Also, the agency will have to look at the costs and effectiveness of testing and treatment, as well as the ‘discouragement factor’ – the extent to which a rule would discourage drivers from coming into the industry, or staying in it.” Trucking managers want a clear message from the government about their handling of sleep apnea, says Garney. “Carriers need a rule so their risks are spelled out in legal terms.” Any motor carrier would be well advised to have some kind of screening program, carrier executives tell HDT, whether they do it in-house or employ a third-party. In anticipation of a sleep apnea screening rule in both Canada and the U.S., the Canadian Trucking Alliance, in partnership with OSA Canada Inc., last year launched a first-of-its-kind pilot in Canada to deliver a full service sleep apnea program to commercial truck drivers. FMCSA has said only that it will issue a notice to address sleep apnea through a rulemaking “after collecting and analyzing the necessary data and research.” The agency has not said when it expects to post a proposal.

Howes Lubricator Products recently announced the acquisition of US Lube


owes Lubricator Products recently announced the acquisition of US Lube, bringing together two families of quality additives to the driving public. Robert B. Howes, President and CEO of Howes Lubricator said, “It is a partnership that we are really charged up about. We share a common cause; bringing professional grade, problem solving products to our customers. Together we can not only provide a wider range of products, but build on our reputation as a trusted company in the additive industry.” US Lube President Dave Latimer agrees wholeheartedly saying, “We just blended re28

ally well with Howes and are excited to go forward with a common philosophy. Knowing the reputation of Howes Lubricator and its longevity in the business was a major deciding factor.” Howes also says to expect the same great products, with a new look. “Initially, we will be supplying US Lube products in their original packaging, but we will be working on packaging more in line with the Howes Lubricator brand.” Howes fully expects a smooth transition, providing a wider variety of products while maintaining their dedication to quality, affordability and unmatched customer service. NOVEMBER / DECEMBER 2013

Volvo Trucks Announces ‘XE11’ Fuel Efficiency Package for 11-Liter North American Engine


olvo Trucks expanded its XE – exceptional efficiency – powertrain package lineup with the introduction today of XE11 for its 11-liter Volvo D11 engine. Available on Volvo VNM and VNL models and rated up to 80,000 lbs. GCWR, XE11 is ideal for less-than-truckload, distribution, bulk haul and other regional applications. The powertrain package improves fuel efficiency by up to 3 percent. “Demand for XE powertrain packages continues to grow as customers increasingly look to combat fuel costs through optimized truck specifications,” said Goran Nyberg, president of Volvo Trucks North American Sales & Marketing. “XE11 delivers a proven strategy for reducing fuel consumption.” Volvo first introduced XE packages for its 13-liter D13 and 16-liter D16 engines. To date, more than 24 percent of all Volvo-powered trucks ordered in 2013 also feature XE powertrain packages. The XE11 package includes the following components: • Volvo D11 engine with 405 horsepower rating and 1550 lb.ft. of torque

• Volvo I-Shift overdrive transmission with a 0.78:1 ratio • Axle ratios of 2.64 to 2.80 • Proprietary software that facilitates seamless communication between Volvo’s integrated powertrain components. “Like our XE13 and XE16 options, XE11 ensures that the engine runs in its sweet spot without wavering at any road speed,” said John Moore, Volvo Trucks powertrain product manager. “The intelligent Volvo I-Shift, coupled with XE’s proprietary software, controls the engine to maintain rpm as low as 1,150 while cruising at 65 mph.” XE packages improve fuel efficiency by lowering engine rpm at a given vehicle speed, a concept Volvo calls “downspeeding.” Possible through the combination of Volvo’s I-Shift automated manual transmission and a Volvo engine with modified software, XE allows the engine to cruise about 200 rpm less than the average truck sold today. Fuel efficiency improves by about 1.5 percent for every 100 rpm of downspeeding, so customers spec’ing the XE package can expect up to a 3 percent improvement when compared with another overdrive transmission in a similar operation.

quhwfy vrgy imhnqI pRoPYSnl leI

Central Ontario 1-888-690-0010

Eastern Ontario 1-888-657-3329

tr`ikMg ieMSorYNs NOVEMBER / DECEMBER 2013


Oral health: A window to your overall health

quhwƒ Aihsws hovygw ik AwpxI pUrI ishq dI qulnw ivc zbwnI/ mUµh dI ishq ijAwdw mh~qvpUrx hY[ quhwfy muµh, dµd Aqy msUVy dI ishq quhwfI pUrI ishq ƒ pRBwivq kr s~kdI hY[ oral health is more important than zbwnI ishq Aqy Awpxy srIr dI ishq dy iv~c ie~k gihrw you might realize. The health of sµbµD hY[ srIr dy keI KyqrW dI qrHW, Awpxw muµh bYktIrIAw your mouth, teeth and gums can affect your general nwl BirAw hoieAw hY - aunHW ivcoN ijAwdwqr hwinrihq health. There is an intimate connection between oral hn[ Awm qOr au~qy srIr dI kudrqI sur~iKAw Aqy A~Cw health and overall health of your body. Like many dYink dyKBwl, iehnW bYktIrIAw ƒ kwbU hyT r~K s~kdy hn[ areas of the body, your mouth is teeming with bachwlWik, auicq zbwnI sPweI dy ibnW, bYktIrIAw dy p~Dr teria — most of them harmless. Normally the body’s vD jWdy hn Aqy dµd Aqy msUVy dI ibmwrI ho skdI hY[ mDunatural defences and good oral health care, such as myh/SUgr Aqy eycAweIvI / eyfs dy rUp iv~c ku~J bImwrIAW daily brushing and flossing, can keep these bacteria ijsdy nwl sµkrmx leI srIr dI rokx dI smr~Qw G~t ho under control. However, without proper oral hygiene, Jagdeep Kaur jWdI hY, as ivc zbwnI ishq smisAwvW AiDk gµBIr ho bacteria can reach levels that might lead to oral infecB.D.S, M.P.H skdIAW hn[ tions, such as tooth decay and gum disease. Certain Krwb Erl hwiejIn dy nqIjy: diseases, such as diabetes and HIV/AIDS, can lower Krwb zbwnI sPweI nwl quhwfy dµd Aqy msUVy dI lkIr dy AwDwr the body’s resistance to infection, making oral health problems au ~ qy cwry pwsy plwk jmW ho jWdw hY qy msUVy lwl Aqy soj ho jWdI hY[ more severe. bY k tIrIAw nwl ldI ieh iPlm msU Vy dy nwl nwl dµd dy kIVy dw vI Consequences of Poor Oral Hygiene kwrn bxdI hY [ jy qu s I Awpxy dµ d W dw iKAwl nhIN rKdy Aqy fYNitst Poor oral hygiene invites plaque to accumulate around the dy ko l jwx leI AsPl ho qW dµ d W dy cwry pwsy KwlI sQwn bx skdw base of your teeth and gum line, causing your gums to become hY[ ieh KwlI sQwn h~fI Aqy Awpxy dµd dy hor nwzuk ihisAW dw red and inflamed. Plaque is the bacteria-laden film that, if alivnwS kr skdw hY Aqy qusI vI Awpxy dµd loss vI kr s~kdy ho[ lowed to accumulate on teeth and gums, will cause tooth decay AwpxI zbwnI ishq dI suri` KAw ikvyN kro ? and gum disease. If you neglect the care of your teeth and fail to AwpxI zbwnI ishq dI r~iKAw krn dy leI, hr idn A~CI zbwnI go to the dentist regularly, accumulated plaque could potentialsPweI kro[ trikµg pySy vwly lokW leI dµdW dI dyKBwl krnW muSkl ly lead to the development of empty spaces around your teeth. ho skdw hY[ aunHW dI lµmI Xwqrw dy dOrwn auh isgryt Aqy kw&I pIx These spaces could eventually lead to the destruction of bone dy nwl kYPIinaukq pwxI vI pINdy hoxgy[ bs dYink zbwnI dyKBwl au~qy and other fragile tissues supporting your teeth, and you could Krc ku~J hI imµt ies iv~c bhuq Prk ilAw s~kdy hn[ even lose your teeth. ieh qusI ikvyN kr skdy ho: How to protect your oral health? 1. pwxI pIxw: qusI Awpxw mUµh nm r~Kxw cwhuµdy ho[ pwxI ijAwdw To protect your oral health, practice good oral hygiene every pIa, Aqy ieh Awpxy isstm leI vI Awm qOr au~qy A~Cw hY[ day. Trucking professionals may find it hard taking care of teeth 2. ibnW cInI icµgm c~bxw: ieh kyvl durgµD hI nhIN dUr krdw while on the move. They may also smoke and drink coffee and blik lwr/ saliva dy auqpwdn ƒ bVwvw idµdw hY jo ik nukswndwiek caffeinated beverages during their long trips. Just a few minutes plwk Aqy bYktIrIAw ƒ dUr rKx iv~c mdd krdw hY[ qusI jo icµgm spent on daily oral care can make a big difference. c~bxw cwhuµdy ho, suinsicq kro auh ibnW cInI hovy ikauNik im~Tw plwk Here is how you can do it: bxwauNdw hY, Aqy quhwfI sm~isAw ƒ vDw skdw hY[ 1. Drink water: You want to keep your mouth moist. Water 3. Mouth wash dI vrqo kro: ieh jIvwxu hmly nwl lVn iv~c rinses out your mouth, and it’s generally good for your system mdd krdw hY Aqy Awpxw muµh vI qwzw rihµdw hY[ also. 4. Brushing and Flossing: jdoN vI Aqy ij~Qy vI pwxI c~l irhw hY 2. Chew sugarless gum: It not only masks the odour but qusI Awpxy dµd sw& kro Aqy ieh krn leI sBqoN A~Cw qrIkw hY burS also promotes the production of saliva, which helps rinse your Aqy Flossing krnw[ hwlWik ieh hr Bojn dy bwAd krnw cwhIdw hY, mouth of harmful plaque and bacteria. Be sure the gum and lyikn idn iv~c G~t qoN G~t do vwr burS zrUr kro[ Plorwief dy nwl mints you choose are sugarless because sugar creates plaque, tUQpyst dµdW ƒ mjbUq bxwaux iv~c mdd krdw hY, lyikn qusI iesƒ and you could be adding to the problem if you chew on sugary Awpxw kµm krx dyx leI G~t qoN G~t do imµt leI brS zrUr kro[ sweets or gum. keI ibjlI dy tUQbrSW/ electric toothbrushes ivc ie~k inXimq do 3. Use mouth wash: It leaves a protective layer on your teeth imµt dI GVI huµdI hY ijs ivc qusI smW inrDwirq krky AwswnI nwl which helps fight bacterial attack and also keeps the mouth Brushing kr s~kdy ho[ fresh. Flossing quhwfy dµdW dy iv~coN bYktIrIAw ƒ htwauNdw hY ijQy q~k 4. Brushing and Flossing: The best way to clean your teeth is to tUQbrS dI phuµc nhIN hY Aqy msUVy dy rog ƒ rokx iv~c mdd krdw brush and floss whenever and wherever you have running wahY[ quhwfI shUlq leI Floss dI vrqoN Floss holder nwl kro[ ieh ter. However it is recommended to brush your teeth after every qusI idn iv~c do vwr kro qW cµgw hY, lyikn qusI dYink kyvl ie~k vwr meal but brushing at least twice a day is a must. A toothpaste krdy ho qW suinsicq kro ik iesƒ sOx qoN pihlW kIqw jwvy[




mUMh dI ishq: pUrI ishq dI ie`k iKfækI with fluoride helps strengthen teeth, but you must brush for at least two minutes to allow it to do its work. Many electric toothbrushes have a built-in two-minute timer, which can make brushing for the full amount of time easier. Flossing removes the bacteria from in between your teeth that your toothbrush does not reach, which helps prevent gum disease. Use floss with a holder for your convenience. It is recommended that you floss twice a day, but if you only do it once daily, be sure to floss before bedtime. 5. Visit your dentist. Visit your dentist at least twice a year for thorough dental cleanings. Your dentist can spot the early signs of gum disease, which is more easily treated when caught in the beginning stages. If you are prone to gum disease and cavities, consider visiting your dentist every four months. 6. It’s wise to examine your own mouth regularly for signs of trouble, such as a non healing sore on the lip or inside of your cheek, swollen gums, or sensitive or bleeding gums. If you notice any of these conditions, make an extra dental appointment to have them checked out. 7. Eat a healthy diet. Include plenty of dairy and other calcium-rich foods in your diet. Calcium helps maintain strong bones and teeth, and the vitamin C in citrus fruits boosts gum health. Sugary and sticky foods that stick to the teeth are particularly bad, as bacteria feed off the sugars and release acids that cause cavities. 8. Don’t smoke or use smokeless tobacco. People who smoke are four times more likely than non smokers to have gum disease. Using smokeless tobacco increases a person’s risk for oral cancers, including lip, tongue, cheeks, and gums. On a smaller scale, tobacco products contribute to bad breath, or halitosis. Also, contact your dentist as soon as an oral health problem arises. Remember, taking care of your oral health is an investment in your overall health. If you make oral health care part of your routine while on the wheels, you may avoid many dental problems. NOVEMBER / DECEMBER 2013

5. Awpxy dµd icikqsk/ dentist dI visit: G~t qoN G~t swl iv~c do vwr Awpxy dµd icikqsk/ dentist qoN cleaning krvwau[ auh SuruAwq iv~c msUVy dy rog dy ArµB dw l~Cx dyK skdy hn ijsdw ielwj sOKw hY[ jy quhwƒ msUVy dw rog hY qW Awpxy dentist koL hr cwr mhIny bwd Awpxy dµdW dw check up zrUr krwau[ 6. Awpxy hI muµh dI jWc krnw isAwxp hY jykr quhwfy bulH au~qy jW gly Aµdr koeI Alsr hY jo kwPI dyr qoN TIk nhIN ho irhw, msUVy iv~c soj hY, sµvydnSIl hox dy nwl KUn vgdw hY[ jykr qusI ieh vyKdy ho, qW aunHW dI jWc krwaux leI dentist qoN extra appointment zrUr Lau[ 7. ie`k healthy diet Lau: Awpxy Kwxy iv~c fyierI Aqy hor kYliSAm Xukq Kwd pdwrQW dw syvn Swiml kro[ kYliSAm h~fIAW Aqy dµdW ƒ mjbq bxwey r~Kx iv~c mdd krdw hY, Aqy K~ty PlW iv~c ivtwimn sI msUiVAW dI ishq ƒ TIk rKdw hY[ im~Ty Aqy icpicpy KwD pdwrQW auqy jIvwxU pldy hn jo ik eyisf dy rUp iv~c dµd Krwb krdy hn[ 8. isgryt pIxw jW qµmwkU dw pRXog nhIN kro: jo lok isgryt pINdy hn auhnW ivc msUVy dy rog hox dI sµBwvnw gYr isgryt pIx vwilAW dI qulnw iv~c cwr guxw ijAwdw hY[ inrDUm/ smokeless qµmwkU dw pRXog krn nwl ie~k ivAkqI dw bulH, jIB, gl, Aqy msUVy sihq, muµh dy kYNsr dw joKm v~D jWdw hY[ ie~k Coty pYmwny au~qy vrqoN krn nwl, qµbwkU auqpwd BYVw swh jW muµh dI durgµD leI vI Xogdwn krdy hn[ iesdy ielwvw, jdoN vI muµh dI ishq dI sm~isAw pYdw huµdI hY, jldI qoN jldI Awpxy dentist nwl sµprk kro[ Xwd r~Ko, Awpxy zbwnI ishq dw iDAwn r~Kxw AwpxI swrI ishq iv~c ie~k invyS hY[ qusI zbwnI ishq dyKBwl AwpxI idn dy routine ivc ih~sw bxw lau qW qusIN dµdW dIAW keI smisAwvW vloN bc s~kdy ho[




ErIgn rsqy frweIivMg 1. What is the requirement to drive through Oregon for a commercial vehicle? Carriers with commercial vehicles are required to obtain a temporary pass or get an annual permit. Carriers are subject to a weight-mile tax through Motor Carrier Transportation Division (MCTD) and this applies primarily to vehicles with a registration weight of 26,001 pounds or more. 2. What is a temporary pass? A carrier can obtain a temporary pass by prepaying the WeightMile tax. The cost of the pass is $9 and will last for 10 days. The carrier must report and pay for the estimated miles of travel before entering Oregon. If the carrier does not have the correct permits they will be subject to a citation of $435. 3. How many temporary passes can a carrier get in a year? A carrier can use temporary passes until one of their vehicles exceeds 5 temporary passes or when the carrier’s account exceeds 35 temporary passes within a 12 month period. 4. What is the benefit in obtaining a temporary pass? It is beneficial to the carrier to obtain a temporary pass to avoid extra paperwork. The carrier will be paying for the miles before they travel therefore regular filing of tax reports is not required. Another benefit the carrier has is that they are not required to file a bond. 5. What is an alternative to a temporary pass? If the carrier plans to travel often it is beneficial to create an account with Oregon MCTD and obtain an annual permit. The annual permit costs $8 and is valid till December 31 of the year. The carrier is required to keep the permit receipt in the power unit. Once the carrier has an account and has obtained an annual permit for the vehicle, they are not required to obtain a temporary pass for the vehicle. 6. What are the advantages of an annual permit? Once the carrier has an established account and has purchased the annual permit there are several advantages to it such as: - Cost efficiency: as a temporary pass fee of $9 is not required every time the vehicle enters Oregon - Tax is based on the actual miles travelled after the travel has been completed rather than paying in advance based on estimated miles which are usually higher - No phone calls to make every time your vehicle is required to enter Oregon 32

- Sonia Nanda

1. ie`k kmrSIAl vhIkl leI ErIgn iv`cNo dI frweIv krn vyly kI kI cwhIdw hY? kmrSIl vhIkl vwly kYrIArz nUM jW qW tNYpryrI pws qy jW slwnw primt lYxw pYNdw hY[ kYrIArz nUM motr kYrIAr trWsportySn fvIzn (MCTD) dw “Bwr-mIl tYks” Adw krnw huuMdw hY Aqy ieh muK rUp iv`c auhnW vhIklz qy lgdw hY ijMnW dw Bwr 26001 pONf jW v`D hovy[ 2. tNYpryrI pws kI hud M w hY? koeI vI kYrIAr Agyqw ‘Bwr-mIl tYks’ Adw krky tYNpryrI pws lY skdw hY[ieh pws 9 fwlr dw huMdw hY Aqy 10 idn q`k cldw hY[kYrIAr leI jrUrI hY ik auh ErIgn iv`c vVn qoN pihlw sUicq kry Aqy sMBwvI mILW Anuswr tYks Bugqwn kry[ jykr kYrIAr kol

TIk primt nhIN hoxgy qW ausnUM 435 fwlr q`k jurmwnw ho skdw hY[ 3. ie`k kYrIAr ie`k swl iv`c ikMny tYpryrI pws lyY skdw hY? iksy kYrIAr dw koeI vhIkl 5 tYNpryrI pws vrq skdw hY jW 12 mhIny dy smyN iv`c kYrIAr dw Kwqw 35 tYNpryrI pwsW qoN vDxw nhIN cwhIdw[ 4. tYNpryrI pws lYx dw kI lwB hY? ieh kYrIAr nUM vwDU pypr vrk Gtwaux iv`c shwieqw krdw hY[kYrIAr Xwqrw SurU krn qoN pihlw mIlW bwry Bugqwn kr idMdw hY ies leI bwr bwr tYks irpotW Brn dI loV nhIN huMdI[kYrIAr nuMU iesdw ie`k hor lwB ieh huMdw hY ik ausnUM bWf Brn dI loV nhIN rihMdI[ 5. tYNpryrI pws dw bdl kI hY? jykr kYrIAr Aksr jWdw rihMdw hY qW ErIgn MCTD nwl Kwqw Kohl ky slwnw primt pRwpq krnw lwBdwiek rihMdw hY[swl dy primt qy 8 fwlr lgdy hn Aqy ieh aus swl 31 dsMbr q`k vYilf huMdw hY[kYrIAr primt dI rsId vhIkl iv`c r`KxI huMdI hY[jdoN ie`k vwr kYrIAr Kwqw Kohl ky slwnw primt pRwpq kr lYNdw hY qW iPr NOVEMBER / DECEMBER 2013



- Reports can be filed 24/7 online, whenever convenient for the carrier - Add, cancel or renew receipts for vehicles online 7. What is the Bond requirement? Once the carrier has obtained the account and the annual permit the carrier is required to file a Highway Use Tax Bond as a guarantee of payment for the fees and taxes. The security deposit for a new carrier is based on the number of vehicles the carrier has, it ranges from $2,000 for one vehicle to a maximum deposit of $10,000. 8. How long is the bond required for and what are the requirements to get it waived? MCTD will do an annual review after a year the account has been established and if there are no suspensions with MCTD or IFTA tax license, no tax reports have been filed late and the payments have been made on time the requirement for the bond may be waived. 9. How often do the reports have to be filed for an annual permit? Most carriers are required to report mileage tax on a monthly basis. The tax reports must be post-marked by the postal service by the last day of the month to cover the previous calendar month, alternatively the reports can be filed online by 12 midnight of the last day of the month. If the carrier does not file the returns on time their account will be suspended and penalties and fines can be levied. 10. What causes the account to be suspended? The following reasons can cause the account to be suspended: - Tax reports are not filed on time - Tax reports are filed with an amount owing but no payment is made - Balances are not paid on time - Bond not filed within the time period provided by the MCTD. Prior to suspension the MCTD will send a written notification explaining the reason for suspension and provide a time period to prevent the suspension by correcting the issue. If no further action is taken by the carrier then they will be sent a final letter notifying them that the account has been suspended. Once suspended the carrier is not allowed to operate in Oregon and if found operating they can be subject to citations and penalties. 11. What is required to get the account reinstated after suspension? Once the carrier is suspended, they have to ensure all the issues that had caused the suspension have been taken care of prior to applying for reinstatement of the account. Then contacting the MCTD to reinstate the account and, paying the reinstatement fee of $25 and a suspension fee of $5 per annual permit that was active when the account was suspended, will ensure the account is reinstated. 12. What documents are required for record keeping or audit purposes? MCTD requires the carrier to keep documents for 3 years. Supporting documents such as log books showing in detail the origin and destination points, entry and exit points in Oregon, actual Oregon miles for each trip, dates of each trip can be asked for auditing purposes by the MCTD. 13. Where can I get more information and assistance with applying or filing for an Oregon Account? You can call us at our toll free number at 1-800-965-9839 for any questions related to applying or filing monthly reports. 34

ausnUM vhIkl leI tYNpryrI pws lYx dI loV nhIN rih jWdI[ 6. slwnw primt dy kI lwB hn? ie`k vwr jdoN kYrIAr Kwqw sQwipq kr lYNdw hY Aqy slwnw primt KrId lYdw hY qW iesdy bhuq lwB hn, ijvy: • lwgq GtdI hY ikauNik ErIgn iv`c vVn ligAW 9 fwlr dw tYNpryrI pws KrIdxw nhIN pYNdw[ • tYks Xwqrw krn qoN ipCoN pUry pUry Xwqrw mILW Anuswr BirAw jWdw hY jd ik AYfvWs tYks mILW dy Anumwn Anuswr Brnw pYNdw hyY jo Aksr v`D huMdw hY[ • vhIkl dy ErIgn iv`c vVn l`igAW koeI Pon kwl nhIN krnI pYNdI[ • kYrIAr AwpxI shUlq Anuswr 24/7 smyN AwpxI rIpot Awn lweIn Br skdw hY[ • vhIkl dIAW rsIdW Awn lweIn hI AYf, rI-inaU jW kYNsl kIqIAW jW skdIAw hn[ 7. bWf bwry kI loVW hn? jdoN kYrIAr ie`k vwrI Kwqw sQwipq krky swlwnw primt prwpq kr lYNdw hY qW ausnUM PIsW Aqy tYksW dy Bugqwn dI grMtI vjoN ‘hweIvy XUz tYks bWf’ Brnw pYNdw hY[nvyN kYrIAr leI sikaurtI dI rwSI ausdy vhIklz dI igxqI qy inrBr krdI hY[ieh 2,000 fwlr (ie`k vhIkl leI) Aqy v`D qoN v`D 10,000 fwlr q`k ho skdI hY[ 8. bWf dI smw sImw kI hovy Aqy ies qoN ikvyN bicAw jW skdw hY? Kwqw KolHx qoN ie`k swl ipCo MCTD slwnw smIiKAW krdI hY Aqy jykr iksy tYks dw Bugqwn lyt nhIN kIqw Aqy swry Bugqwn smyN isr kIqy hn qW bWf Brn dI bMdS mw& ho skdI hY[ 9. slwnw primt qy irpotW ikMny icr ip`CNo BrIAW jwx? bhuqy kYrIArz nUM mIl tY`ks dIAW irpotw mhInyvwr BrnIAW huM dIAW hn[tYks irpotW fwk srivs rwhIN mhIny dy AKIrly idn lMGy mhIny vjoN AMikq hovy Aqy ie`k C`f ky ie`k rIpot mhIny dy AwKrI idn rwq 12 vjy q`k Awn lweIn vI BrI jw skdI hY[jykr kYrIAr rItrnW smyN isr nhIN Brdw qW ausdw Kwqw sspYNf ho jwvygw Aqy jurmwnw lg skdw hY[ 10. ikMnw kwrnw krky Kwqw sspYNf ho skdw hY? hyT ilKy kwrnw krky Kwqw sspYNf ho skdw hY: • tYks irpotW smyN isr nhIN BrIAW • tYks irpot iv`c Brn jog rkm ilKI geI pr Bugqwn nhIN kIqw igAw[ • bkwieAw vyly isr jmHW nhIN krwieAw[ • bWf MCTD duAwrw inrDwirq smyN iv`c nhIN BirAw[ MCTD Kwqw sQigq krn qoN pihlw kwrnw sihq sUicq krdI hY Aqy ieSU sulJw ky sspYNSn rokx leI smW idMdI hY[jykr kYrIAr koeI kdm nhIN cu`kdw qW auh Kwqw sQigq ho jwx bwry sUicq krdI hY[ie`k vwr sQigq hox ipCoN kYrIAr ErIgn iv`c vhIkl nhIN clw skdw Aqy jykr ieMj krdw vyiKAw jWdw hY qW jurmwny jW bMdSw l`g skdIAW hn[ 11. sQigq hox qy Kwqw ikvyN bhwl ho skdw hY? ie`k vwr Kwqw sQigq hox ip`CoN kYrIAr nUM ieh XkInI bnwauxW pvygw ik ausny auh swry msly TIk kr id`qy hn Aqy qdoN hI auh Kwqw muV cwlU krn leI bynqI kr skdw hY[MCTD nUM 25 fwlr Kwqw muV cwlU krn Aqy 5 fwlr sspYNSn PIs pRqI slwnw primt BrnI pvygI qW hI Kwqw cwlU ho skygw[ 12. irkwrf jW Awift leI ikhVy dsqwvyz loVIdy hn? MCTD Anuswr kYrIAr nUM dsqwvyz iqMn swl q`k sWB ky r`Kxy cwhIdy hn[shwiek dsqwvyz ijvyN lwg buks ijMnHW iv`c ArMB qy phuMc sQwn, ErIgn iv`c dwKl Aqy inklx dy sQwn, hr tir`p dy ErIgn ivcly mIlW dI igxqI, tir`p dI imqI vyrvy swihq d`sI hovy Awid[ 13. mYN mhIny vwr irpotW Byjx jW Brn leI hor jwxkwrI jW shwieqw ik`QNo prwpq kr skdw hW? mhIny vwr irpotW Byjx jW Brn leI twl PRI nM: 1-800-9659839 qy sMprk kIqw jw skdw hY[ NOVEMBER / DECEMBER 2013

Components of particle pollution may contribute to heart disease UC Irvine study uses novel approach to better understand toxicity of particles


pecific components of particles may be linked to the pro- of exhaust emissions so that the ARB can better target control gression of heart disease, the leading cause of death in policies. Reducing particulate matter air pollution is one of Calithe U.S., according to a study released today by the California fornia’s highest public health priorities. ARB’s Advanced Clean Air Resources Board. Funded by the Air Resources Board and led Cars and diesel control programs are reducing emissions of this by Dr. Michael T. Kleinman of the University of California Irvine, harmful pollution. Projected emission reduction benefits assothe study used a novel approach to look at health impacts as- ciated with full implementation of ARB’s Diesel Risk Reduction sociated with exposure to particles, 0.18 microns in diameter Plan are reductions in diesel particulate matter emissions and or smaller. A human hair is about 60 microns in diameter, or at associated cancer risk of 85 percent by 2020, compared to 2000 least 300 times wider than the diameter of particles examined levels. Dr. Kleinman presented his findings at a seminar on Ocin the study. The particles examined in this study are a subset of tober 9, 2013, at the Cal/EPA Headquarters Building, 1001 I St., particle pollution known as PM10 and PM2.5, particulate matter Sacramento that is equal to or less than 10 and 2.5 microns in diameter, respectively. ACT Numerous scientific studies have NOW! linked exposure to PM2.5, which can be deeply inhaled into the airways and lungs, to a variety of problems, including premature death, especially in people with pre-existing heart disease. The particles used in this study, which come primarily from internal-combustion exhaust and from chemical reactions in the air, may pose a great health risk, yet relatively little is known about the emissions, exposures or health effects of these ultrafine particles. In the UC Irvine study, scientists used a heating method to remove most of the organic chemical compounds from particles, leaving behind most inorganics to examine the health effects of these particles’ component parts. Laboratory mice exposed to either fully intact particles or just the organic components of • Incorporation Registration • IFTA Registration the particles had more rapid develop• IRP Registration & Revenue C.V.O.R. Registration ment of atherosclerotic plaques, compared to mice exposed to particles • U.S. D.O.T. & MC Registration • C-TPAT • Drug Testing without the organics. The intact particles also had other negative effects on Compliance Package for Single Operations & Small Fleet heart health. Atherosclerosis is harden• Fuel Tax Report & File Mileage Report for (KY, NY, NM, OR) ing of the arteries, a factor contributing • Monitor & Update Driver Qualification File • Log Book Auditing to heart attacks. • Setting Up Equipment/Maintenance Files Dr. Kleinman, professor and co-direc•Mini Audit prior to your Ontario/USDOT Audit tor of the Air Pollution Health Effects Laboratory from the Division of OcWe also cupational and Environmental Health, •Dangerous Goods Certificate •Hours of Services Courses provide Department of Medicine, UC Irvine, was •Pre Trip & Safety Classes •Professional Driver Training Program safety the principal investigator on the study, courses titled, “Cardiopulmonary Health Effects: Toxicity of Semi-Volatile and Non-Volatile Components of PM.” The study provides information that is significant to help the Air Re7050 Telford Way, Unit 10, Mississauga, ON L5S 1V7 sources Board expand its E: ing of the role of different components

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G &G Trucking Solutions

Tel: 905-461-2525

Fax: 905-696-6825



How to Create Cash Flow during a Tough Financial Period


loss of a major contract, a rough economic climate, a spike in operating costs, these are all factors that can lead a trucking company into a tough financial period. As you work to rebound from it, the strain on cash flow can cause some sleepless nights for any owner in the transportation business. Having a solid plan for what to do during these times can prevent a cash flow low from turning into a cash flow crisis. The importance of planning ahead is crucial. If the month of January is always your ‘dead’ month, for example, there’s no need to wait until then to put plans into place to survive the cash flow challenges it brings. Look for means to speed up collections. If you don’t already, consider offering cash discounts to customers if they pay their invoices quickly. Another obvious tactic is to negotiate extended terms with vendors. If you know you’re going to be strapped for cash, work with vendors to arrange a later date for making payments. Often, you’ll need to acquire financing to see you through until you can get your books looking healthy again. Unfortunately, this tends to be the time when traditional lenders, like banks, don’t want to know you. When a less than desirable balance sheet means that bankers won’t return your calls, today’s trucking companies are turning to more non-traditional forms of financing to solve their cash flow shortages. Trucking Load Advance It’s a Catch-22 problem. You need more orders to build your trucking business revenues back up to where they need to be. But you haven’t got the cash flow to cover the costs of delivering on those orders. Expenses like fuel, permits and payroll need to be paid now, not when your customer gets around to paying you. A trucking Load Advance is an alternative form of financing offered by factoring companies. It provides you with up to 50% of the value of your load contract before you deliver it. Even though you don’t qualify for financing from your bank, you can still qualify for a Load Advance. That’s because qualification is based on the creditworthiness of your customers, not your business’s


credit rating or financial history. And because the advance is paid quickly, you have the working capital you need to accept more orders and deliver more loads. Factoring your freight bills to create accessible cash When waiting 30, 60 or even 90 days to be paid just won’t cut it, consider factoring your freight bills and accounts receivable invoices to create ongoing, accessible cash. What is factoring? Factoring is selling your accounts receivable invoices to a factoring company at a discount in exchange for immediate cash. And, like a Load Advance, you can qualify for factoring even if you don’t qualify for traditional financing…because it’s based on the creditworthiness of your customers. You get your funds advanced usually within 24 hours of issuing an invoice. Then the factoring company waits to be paid. In the meantime, you have the cash flow you need to keep your trucks on the road and to build your company back up to its profitable self. The best plan for dealing with a tough financial period is to be prepared. There is a misconception that just because you don’t see an obstacle coming at your business, you can’t plan for it. While you might not always be able to predict the full impact of a sudden dip in market demand, for example, you still can have a back-pocket plan to provide cash flow in emergency situations. Any good business plan includes contingency planning. It’s a ‘what if?’ thought process where you list the things that could go wrong in your trucking business and then create a plan for what you’ll do when that happens. Part of that planning must include how you’ll deal with cash flow demands and shortages. If you haven’t already performed your contingency planning for your business, it’s time to speak with an industry specialist, such as a reliable factoring company or meet with your accountant, business coach or mentor to talk it through. For more information about load advances and factoring to help your trucking company rebound from a tough financial period, visit


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tRWsYkSn qy bhuq hI G`t PIs




Reviewed by: J. Dhatt - SJ Power Media Inc.

Not since the 1950’s and 60’s has Jaguar received so much positive attention to its vehicle lineup, especially with the new XF and XJ. Our test vehicle, the new 2013 XF, was supplied by Jaguar Richmond. Will this new sport sedan bring buyers back to the British brand? With a new supercharged V6, all-wheel drive and an 8-speed transmission, auto enthusiasts seem very optimistic. It’s safe to say that if we asked people what they thought of Jaguar cars in the past, the most common answers would be unreliable and problem-prone. And for these simple reasons, Jaguar had lost touch with its buyers, who turned to rival German and Japanese brands. The new XF, however, changes all that. The XF has been around since 2008, as it replaced the bland looking S-Type. The 2013 model has a distinct and elegant exterior. With its clean lines, muscular hood, sloping raked roofline, and an Aston Martin inspired rear, the XF turns heads. People seemed to stop and take notice, much more as compared to other cars we’ve tested. In fact, while parking the car for a concert in Vancouver, a couple actually stopped and stared at the vehicle, giving me two thumbs up. Jaguar is definitely heading in the right direction when it comes to style. For 2013, the XF gets new touches of chrome and bright Jshaped LED driving lights. The interior of the XF is exactly what one would expect from Jaguar, featuring contemporary aluminum, gorgeous real wood veneers and form-hugging supple leather. The cabin, with its minimal sloping lines, adds an airy and more open feel to the car. One option that every buyer should get is the Jet SuedeCloth headliner, which adds a high level of richness and elegance to the cabin. At the center of the dash sits a 7-inch intuitive touch screen display, which controls most aspects of the audio, telephone, navigation and climate systems. I have to say that Jaguar has made 38

The New Cat Lands on all Fours 2013 Jaguar XF one of the most user-friendly, functional, and simplistic designs for the touch screen I’ve seen – everything is pretty much straight forward. However, the system is a little sluggish at times, especially when using the Bluetooth. The space under the display houses some additional quick controls for the defrost, temperature and audio controls. Press the pulsating phosphorus blue start button, and the dramatic JaguarDrive gear selector rises from the center console, waking the feline from its sleep. At the same time, the vents, which close automatically when the vehicle is turned off,

open up to welcome the guests. On the road, the new XF is a pure joy to drive. The previous versions of the XF only came with a V8; however, thankfully, the 2013 model comes standard with all new supercharged 3.0L V6, producing 340 horsepower and 332 lb-ft of torque. Power is smooth and at higher rpm’s, you can hear the whining of the supercharger, which will launch this cat from 0-100 km/h in just 6.4 seconds. Throw in the all-new 8-speed transmission and all-wheel drive, and the XF is the perfect sport sedan for any day of the year. NOVEMBER / DECEMBER 2013

Around the city, the car feels very nimble; turning corners and parking is a breeze, thanks to front and rear parking sensors. The suspension is sophisticated and absorbs minor bumps and imperfections of the road, providing a smooth and quiet ride. On the open road, throw the shifter into sport mode, engage Dynamic Drive and the timid cat morphs into a hungry lion. With sport mode and Dynamic Mode activated, the gears and rpms shifts are optimized for a pure performance driving experience. During a recent trip down the windy Sea-to-Sky Highway, the XF felt right at home in the jungle. Steering was precise and there is excellent feedback for the driver. One aspect of the car that many dislike, but I find is a great addition, is the new start/stop technology. Similar to BMW, when the Jaguar XF comes to a stop, the motor turns off, conserving fuel. Take your foot off the brake and the engine fires back up ever so slightly, and you’re on your way. By default, this technology is turned; but it can easily be turned off with a push of a button. What impressed me was that during my week with the car, I had a combined fuel economy of 10.7L/100 km – that’s pretty impressive for an all-wheel drive supercharged V6. This is an improvement of 11% in the city and 22% on the highway when compared with the previous V8 engine. If you don’t care for fuel economy, then opt for the

available, head-snapping 5.0L V8 supercharged engine, which offers 510 horsepower and 461 lb-ft of torque on the XFR version. I can only imagine the power that is harnessed under that hood. With a starting price of just $61,500 the supercharged V6 all-wheel drive XF comes loaded with many options: dual-zone climate control, rain-sensing wipers, electric sunroof, rear park assist, heated power front seats, a 7-inch intuitive touch screen, bi-xenon headlights, LED tail lights, 10-speaker Meridian audio system, intelligent start/stop technology, JaguarDrive Control with sport mode, Dynamic Mode, Winter Mode, paddle shifters, heated steering wheel with full audio/phone controls, and automatic headlights, just to name a few. There are many options to personalize the car, with the most popular being labelled the Premium Packs, which include adaptive headlights with Intelligent High Beam, blind spot monitoring, navigation, and reverse park camera with guidance. So does this new model have what it takes to bring buyers back to Jaguar? With a gorgeous design, new supercharged V6, all-wheel drive, and an 8-speed gearbox, the XF is definitely a top contender in the sports sedan category. Finally, the cherry on the cake is that the 2013 Jaguar models are still eligible for the Platinum Coverage program, which includes no charge scheduled maintenance, oil changes, filters, brake pads and discs, brake fluid and wiper blade inserts for 4 years/80,000 km. Take advantage of this program as it won’t be available next year. NOVEMBER / DECEMBER 2013


Accepting a Freight Order It

is very important for a business to receive new orders. Receiving an order brings joy and excitement to everyone in the company. It is the lifeblood of a business. It is important for a business to ensure that there is a continuous stream of incoming orders. The sales or dispatching staff needs to take a proactive approach in acquiring all relevant information about the order so that it can be fulfilled without any issue. The problems that can occur in an order are very costly. Instead of making a business grow, a problematic order can cause severe damage to the growth and reputation of the business. In the trucking logistics industry, dispatchers need to remain focused on verifying all relevant information while taking an order from a customer. Once the order is confirmed with the customer, it becomes the order-taking company’s legal responsibility to fulfill the order according to the customer’s satisfaction. Customer satisfaction is the key. Satisfied customers not only continue placing new orders, but also refer other potential customers. Unsatisfied customers can cause much more harm than simply ceasing to place new orders. They can drag your business through financial penalties, lawsuits, criminal charges, safety violations or other liability claims. The pleasant experience of receiving an order can become the cause of severe damages that can go as far as shutting down the business. Therefore, the dispatcher needs to be fully aware of all the positive and negative outcomes an order can bring about. He or she needs to be very detail oriented while receiving orders. The following is the breakdown of the different kinds of information a dispatcher needs to verify during the order receiving process: 1. Freight and Equipment Requirements: All the relevant physical information about the freight like weight, width, length, number of skids, temperature requirements, type of tractor, type of trailer, special handling procedure (if required) needs to be asked up front before accepting the order. 2. Credibility Check: It is very important to check the credibility of the customer. If the customer has bad credit, many negative occurrences and high risk factors, then it may be better not to do business with them. If there is no surety of receiving payments, then what is the purpose of doing business with them? It is usually the responsibility of the management to perform credit checks on the customers who have credit 40

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terms with the company. The dispatcher needs to work closely with the management to ensure customers are reliable and credible to do business with. 3. Rate and Payment Terms: The dispatcher needs to know the rate and the payment terms of all the orders he accepts. In larger companies, there are dedicated salespersons that negotiate the rate and terms with customers. Smaller companies usually authorize dispatchers to negotiate rate and payment terms. What ever the case may be, these should be finalized before confirming the order. 4. Pickup and Delivery Information: The full addresses of the pickup and delivery locations, expected or scheduled times for the pickups and deliveries, routing requirements, contact person’s name and phone number, docking station number, pickup number and any safety requirement information needs to be collected during the order taking process. 5. Customs Broker Information: If the freight involves crossing international borders, customs broker information should be received from the customer in order to arrange customs clearance for the freight, including email addresses, phone and fax numbers, and hours of operation. 6. Penalties and other Terms: Any penalties for delay or other clauses should be taken into account. If the customer makes demands for penalties on such events as late arrivals or delivery, then the dispatcher or salesperson receiving the order can also negotiate extra payment charges for excess waiting time while loading or unloading, fuel surcharges, and other claimable expenses. Once all the above information is discussed and gathered, the dispatcher needs to confirm that there is some retrievable evidence for the order in case of later disagreements or disputes. A signed purchase order (PO), or Load Confirmation Sheet should be requested and its receipt acknowledged before proceeding with the order. ifspYcr Aqy mYnyjmYNt nUM AwpsI qwlmyl nwL kMm krnw cwhIdw hY[ 3. ryt Aqy pymYNt dIAw SrqW: ifsppYcr ijhVy Awrfr lYNdw hY ausnUM swirAW dy ryt Aqy pymYNt dIAW SrqW sbMDI pUrw pqw hoxw cwhIdw hY[ v`fIAW kMpnIAW ‘c Awpxy kMm nUM pUrI qrHW smRpq sylzprsn huMdy hn ijhVy Awp hI pymYNt SrqW Aqy ryt qYA krdy hn[ pr CotIAW kMpnIAW vwLy Awm qOr ‘qy ifspYcrW nUM hI ieh kMm sMBwl idMdy hn[pr ieh kMm iksy koL vI hovy swrw ku`J Awrfr p`kw krn qoN pihlW hI qYA kr lYxw cwhIdw hY[ 4. ip`k A`p Aqy filvrI sbMDI jwxkwrI: Awrfr lYx smyN ip`k A`p Aqy filvrI dw pUrw Aqy TIk pqw, ienHW leI l`gx vwLw AMdwzn smW, rsqy dIAW loVW, sMprk krn vwLy Bwv kntYkt prsn dw nWA Aqy Pon nMbr, fOikMg stySn nMbr, ip`k A`p nMbr Aqy sur`iKAw sbMDI hor jwxkwrI lYxI AqI zrUrI hY[ 5. kstm bRokr dI jwxkwrI: jy Pryt AMqr rwStr srh`d pwr jwxw hY qW gwhk qoN kstm klIrYNs krwaux leI kstm bRokr sbMDI jwxkwrI lY lYxI cwhIdI hY ijs ‘c swry Pon nMbr, eI myl AYfrYs, PYks nMbr Aqy AwprySn dy GMitAW sbMDI jwxkwrI hovy[ 6. pYnltIAW Aqy hor SrqW: dyrI hox kwrn pYx vwlI pYnltI Aqy hor SrqW nUM vI iDAwn ‘c r`Kx dI loV hY[ jy kstmr lyt filvrI jW phuMc sbMDI hrjwny dI mMg krdw hY qW ifspYcr jW sylzprsn ijs ny Awrfr ilAw hY Bwr l`dx jW lwhux smyN l`gy vwDU smyN, vwDU aufIk smyN, iPaUl srcwrj jW hor klym krn Xog Krcy d`s ky mwmlw nij~T skdw hY[ jdoN aupr ilKI swrI sUcnw sbMDI ivcwr ho jwvy qW ifspYcr nUM ieh g`l p`kI kr lYxI cwhIdI hY ik bwAd ‘c koeI JgVw Awid hox dI sUrq ‘c kI Awpxy h`k leI kwPI sbUq mOjUd hn[Awrfr ‘qy kwrvweI krn qoN pihlW ie`k dsKqW vwlw prcyz Awrfr Bwv pI. E jW lof knPrmySn SIt lY lYxy cwhIdy hn[ NOVEMBER / DECEMBER 2013

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AwE qusIN vI auhnW tr`krz dy vD rhy kw&ly iv`c Swiml hovo jo AEOLUS au~pr Brosw krdy hn ikauNky pR&wrmYNs, sy&tI Aqy vYilaU auhnW dI pihlI psMd hY[ 41

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Hours-of-Service Back As Top Concern in Annual Trucking Industry Survey


rlando, FL – The American Transportation Research Institute (ATRI), the trucking industry’s not-for-profit research institute, today unveiled its list of the top ten critical issues facing the North American trucking industry. The changes to the federal commercial driver Hours-of-Service (HOS) rules that went into effect July 1, 2013 caused HOS to top the list in ATRI’s annual survey of more than 4,000 trucking industry executives. The complete results were released at the 2013 Management Conference and Exhibition of the American Trucking Associations (ATA) meeting in Orlando, FL, the nation’s largest gathering of motor carrier executives. The ATRI Top Industry Issues report also solicited and tabulated specific strategies for addressing each issue. Continued concern over the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, Accountability (CSA) program caused that issue to rank second this year, after ranking first in 2012. Worry over the implications of a driver shortage resulted in that issue ranking third in this year’s survey while concern over the economy lessened, causing that issue to slip one position to fourth place. Continued economic growth, coupled with CSA and HOS changes may be contributing factors to the driver shortage according to some in the industry. The ATA-commissioned survey results and proposed strategies will be utilized by the ATA Federation to better focus its advocacy role on behalf of the U.S. trucking industry and ATA Federation stakeholders. “ATRI’s annual survey of top industry issues makes it easier for us to keep track of all the complex forces affecting motor carriers and drivers so that we can focus on running a safe and profitable industry,” said ATA Chairman Mike Card, President, Combined Transport, Inc., Central Point, Oregon. “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. NOVEMBER / DECEMBER 2013

sOKI nI frwievrI ib`lo!!! guirMdrjIq isMG (nItw mwCIky)

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OTA Freight Forecast: Partly Sunny With Reduced Chance of Showers


TA 3Q13 Biz Survey shows rising carrier optimism; southbound US primed for turnaround The trucking forecast is the brightest it’s been in Ontario this year as motor carriers are expressing more optimism and much less uncertainty about where the industry is headed in the short-term. According to results of the Ontario Trucking Association’s third quarter survey of business conditions in the bellwether sector, freight volumes as well as pricing in most of the lane segments monitored by OTA continue to stabilize and/or appear primed for growth. The survey, conducted throughout the month July (majority of respondents are small to medium fleets consisting of 10-50 trucks), shows that 67% of carriers are optimistic about their prospects for the upcoming quarter – 22% higher than the start of 2013 and the highest level recorded since the 3Q2012 survey. As well, only 23% of carriers expressed uncertainty about their prospects, exactly half who answered in the first quarter survey that they were unsure about the next three months. Turn Up the Volume Although there was a slight drop in the rate of carriers who reported improved intra-Ontario freight volumes over the last three months (28% to 23%), encouragingly, those who indicated decreased volumes plummeted down to 12% from 31% in the previous quarter. Carriers felt that stability had also been restored as 65% indicated no change, compared to 42% last time. Carrier responses for freight volumes in Inter-provincial, southbound US, and northbound US lanes all mirrored the last quarterly survey, where 33%, 14% and 39% respectively indicated improvements and between 40 -60% reported unchanged freight levels. While the average length of haul remains relatively unchanged for 77% of carriers, those who report overall loaded miles increased dramatically over the last year, from the mid 20-percent to 40%. Looking ahead, 35% of carriers expect improvements in Ontario over the next six months (up from 30%), while, once again, the level of pessimistic respondents fell precipitously to 4% from 19%. Over two-thirds of carriers forecast no change. Inter-provincially, the 30% who predicted an improvement matched the last quarter. Southbound expectations are holding steady as 28% expect a boost, but more interestingly, pessimism waned down to 8% -- the lowest level reported by carriers since 1Q2011. Over two-third of carriers say northbound volumes are unchanged. The Price is Righting Rates, meanwhile, are on a more horizontal trajectory. However, the good news is only 15% expect shaved rates in the next three month – the second-lowest level in nearly two years. Additionally, 77% said rates have firmed, which is 18-points higher than last quarter and the highest level of reported stability ever recorded in the OTA survey. Perhaps most encouragingly, southbound rates bucked four straight quarters of falling expectations in the persistently soft sector and posted the highest rate since 3Q12. page 44

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from previous page ...

Capacity Squeeze Sixty-three percent of carriers said capacity remains the same while 28% expect decreases –10 points higher than the last quarter. For the second straight quarter, the rate of carriers expect to add capacity is under 15% - in line with historic lows of 2008. Nearly half of carriers (47%) suggest they plan to add drivers, a level that’s consistent with the last several quarters. However, judging by the low capacity expectations – as well as the number of carriers who plan to add power units remains relatively low (22%) – the increased hiring activity appears more indicative of replacement capacity than fleet expansions. Paying the Bills Not surprisingly, labour, the price of equipment and diesel continue to be carriers’ biggest operating costs. Seventy-three percent of carriers say they are paying 2-5% in wage increases, which is slightly lower than last quarter but still above the 60-70% reported the same level of increases throughout most of 2011-2012. Fuel costs, meanwhile, appear to be creeping back up. Thirty-six percent report diesel price hikes of 2-5% while an additional third of respondents say they’re forking over 10% more for fuel. An average of nearly 20% of carriers indicated the same fuel increases during the last three quarters.

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Optimism Builds for Volume and Pricing


ore carriers are expressing optimism for increases in volumes and rates as steady, albeit slow, growth in the economy has led the freight market into positive territory, according to the latest Transport Capital Partners (TCP) survey. Since a low point of 50% in third quarter 2012, positive volume expectations have risen to 61%. Larger carriers – those grossing more than $25 million per year – are much more optimistic than smaller carriers – 68% vs. 45%. Carriers are also more upbeat about future rate growth. A majority of carriers (66%) expect rates will increase over the next 12 months. As with volumes, larger carriers anticipate rate increases more than smaller carriers this quarter (74% vs. 48%). This reverses a trend. Smaller carriers have often been the more optimistic about rates. “Spot market trends over the summer have been positive for most carriers and this may be the precursor to continuing volume optimism,” said TCP partner, Richard Mikes However, the economic recovery and future projections remain modest. As a result, carriers are not yet seeing their optimism on volumes and rates reflected in actual rate increases. Although the positive outlook has not been mirrored in rate reality, there are exceptions to this in rates for construction, petroleum, and seasonal freight. “Underlying cost rate pressure is ongoing – from new truck costs and maintenance inflation to pinched driver efficiency from HOS changes and inadequate carrier returns,” Mikes notes. For the past 15 quarters, more than half of all carriers have expected rates to increase. Actual rates, however, have only risen since February 2013. “The stronger than expected volumes of the last few months are being reported by some carriers as boding well for the fourth quarter,” according to TCP. TCP’s results reflect similar sentiments of Ontario carriers in the 3rd quarter OTA Business Expectations Survey.

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Desi Trucking Magazine - Eastern  

November - December 2013

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