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CONTENTS ADVERTISERS Accutrac Capital .................................. 9 Airtab ...................................................44 Ally Carriers ......................................... 58 Arrow Truck Sales ............................ 31, 59 Bhandal Bros Trucking Inc ................... 24 BP Lab Services ............................... 43 California Truck Centers .................. 7 Cargo Group of Compaines ............. 61 Central Valley Truck Center ............... 21 City Registration Service .................... 38 Classic Xpress .................................... 41 Crossroads Equipment Lease & Finance 37 CVTR Inc ........................................... 5 Dhillon Truck Hospital ........................ 39 Diamond Transportation Logistics ...... 34 DJ Malhi ............................................. 43 East Bay Tire Co. .................................. 42 Elite Transportation Inc ........................ 53 Express Graphics ................................ 37 First Choice Equipment Loans ........... 43 Gill Transport Inc ............................... 47 Global Multi Services ............................ 39 Golden Land Trans. Insurance ............. 35 Howes Lubricator ............................... 13 India’s Oven ....................................... 41 Inland Kenworth ................................. 62 ITM Equipment ................................... 49 Jagdeep Singh Insurance Agency ....... 38 Kam-Way Transportation Inc ................. 29 Kroeger Equipment .......................... 40 Legend Transportation ......................... 64 Liberty Lines Intrade Ind. ................ 55 Los Angeles Freightliner ..................... 33 NSC Compliance ................................ 27 Pape Kenworth ...................................... 3 Pira Tires Plus..........................................63 Poetic License ...................................... 43 RTS Carrier Services ......................... 22 S&S Transport Refrigeration ................ 38 San Jaoquin Total Care ...................... 39 Stone Truck Lines Inc ....................... 60 TEC Stockton ..................................... 11 Thermo King Fresno ........................... 40 Tiger Tool .......................................... 36 Utility Trailer Parts .................................. 42 Utility Trailer Sales .............................. 2 Valley Freightliner Inc ......................... 57 Valley National Express ........................ 51 Volvo Trucks ....................................... 18
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SALES – TAKING A TECHNICAL APPROACH sylz Bwv iv`krI nUM vI qknIk dI loV hY
CARGO CLAIMS kwrgo klymz
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Editor’s Note / sMpwdkI
Don’t Lose Your Head in a Difficult Situation… When I was a teen, my mom said the above lines to me and initially, the words were diﬃcult to completely understand; until, she explained them to me in simple terms. She said that our brain controls our body and our actions, and this is the only part of our body that thinks. During a diﬃcult time, we invest even more concentration to get out of the situation, and if you get upset, your brain can’t think properly and can’t give you the right decision. Rather, with an upset mind, most people make a Dilbag (Ron) Dhaliwal wrong decision, which usually only makes the situation worse. Since the day my mom explained this to me, I’ve kept that principle in mind and whenever I get into such a situation, the ﬁrst thing I say to myself is, “Keep yourself calm and don’t lose your head;” so far, have been able to successfully get out of these situations. In our industry, we spend most of the time on the road, usually under pressure to reach our destinations on time. At the same time, we have to deal many ignorant moves by other drivers that drive us crazy. We may also have issues with our dispatchers, shippers, or receivers. But remember that if there is a problem, there is also a solution and our priority should be to keep our head calm and ﬁnd the right solution to solve the problem. We are here with the September/October issue of Desi Trucking Magazine and in this issue we have included articles on various subjects. One of our articles deals with the problem of undercutting of prices and although this is an issue in almost every industry, it is very prevalent in trucking. Let’s do the math? You can work 8 hours for $20/hr or work 20 hours for $8/hr. You need money to pay the bills but at the same time, you need quality time for yourself and your family. The choice is yours. As always, I wish you good luck and say, “God always bless Truckers.”
musIbq smyN vI Awpxy idmwg nUM SWq r`Ko… iksy smyN ieh lweInW mYNnUM myrI mW ny khIAW sn, audoN mYN cVHdI aumr ‘c sW[ mYN Swied ieh smJ nw pwauNdw jy auh mYnUM ivsQwr nwl nw d`sdI[ ausny smJwieAw ik g`l bVI is`DI hY, idmwg swfy srIr Aqy swfy AYkSnW nUM kMtrol krdw hY[ isrP ieh hI srIr dw ie`ko ie`k AMg hY jo socdw hY[ AOKy smyN qW sgoN swnUM ijAwdw socx Aqy iDAwn nUM kyNdirq krn dI loV huMdI hY, qW jo musIbq dw h`l k`iFAw jw sky[ ies leI idwmwg dW SWq rihxw bhuq jrUrI hY[jykr AsIN idmwg hI A`psY`t kr ilAw qW ho skdw hY ik AsIN shI nW soc skIey Aqy TIk PYslw lYx dI QW koeI hor glq PYslw lY leIey Aqy musIbq coN inklx dI bjwie ies iv`c hor burI qrW nwl Ps jweIey[ mYnUM g`l smJ Aw geI sI, A`j vI jd mYN iksy musIbq ‘c huMdw hY qW sB qoN pihlW Awpxy Awp nUM iehI kihMdw hW “Swq ho jw, Awpxy idmwg nUM TIk r`K” qy r`b dI ikRpw nwl mYN musIbq dw h`l l`B lYNdw hW[ swfI ies tr`ikMg ieMfstrI iv`c AsIN bhuqw smW rof au~pr guzwrdy hW, swfy idmwg qy mMizl qy smy isr phuMcx dw Bwr vI huMdw hY[ ies dy nwl nwl swfw vwh rof qy c`l rhy ku`J mUrK frwievrW nwl vI pYNdw hY jo AwpxIAW hrkqW nwl swnUM gu`sw vI cVHwaNdy hn[ swfw Awpxy ifspYcr jW iSpr rsIvr nwl vI keI vwr iksy g`loN pycw pY jWdw hY[ ies sB kwsy iv`c ie`k g`l dw iKAwl jrUr r`Ko ik jykr koeI muSikl hY qW ausdw h`l vI hY, bs hr musIbq ‘c idmwg nUM itkwxy r`K ky ies dw h`l k`Fx dI koisS kro[ AsIN dysI tr`ikMg dw sqMbr/AkqUbr AMk lY ky hwzr hoey hW, ies AMk ‘c AsIN v`K v`K iviSAW qy lyK Swiml kIqy hn, iehnw iv`coN ie`k ivSw hY ryt AMfrkitMg dw[ ieh sm`isAw BwvyN hr kwrobwr dI hY pr tr`ikMg iv`c ieh ku`J ijAwdw hI hY[ kI quhwnMU ihswb AwauNdw hY? cwhy 8 GMty 20 fwlr pRqI GMtw jW 20 GMty 8 fwlr pRqI GMtw kMm kr lE[ quhwnMU ib`l pUry krn nUM pYsw cwhIdw hY pr iesdy nwl nwl Awpxy Awp Aqy pirvwr leI smW vI jrUrI hY, cox qusIN krnI hY[ hmySW dI qrHW mYN qW isrP iehI khWgW ik pRmwqmW tr`kW vwilAW dw Blw kry… 6
Publisher DesiMaxx Media Group LLC 1-877-598-3374 (Desi)
Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Raman Singh Art Director Avee J Waseer IT Manager Raj Sidhu Cover Design www.SpicyCreatives.com Contributing Writers Ken Cooke Pash Brar Jag Dhatt Mike Howe Dara Nagra Ray Gompf Ken Davey Sonia Nanda Santokh Minhas Neeta Machike Translator onkar Singh Saini
Contact: Raman Singh Cell: 559-786-1937 E: firstname.lastname@example.org 3599 S Golden State Blvd, Fresno, CA 93725 Ph: 855-500-DESI | Fax: 559-991-4296 Mailing Address: Po Box 812, Fowler, CA 93625 All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: DesiMaxx Media Group LLC assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication. The opinions expressed in articles and features are of the writers and may not be those of the publisher. THE PUBLISHER ASSUMES No RESPoNSIBILITY oF ANY KIND.
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SaleS – TaKing a TeChniCal aPProaCh sylz Bwv iv`krI nUM vI qknIk dI loV hY
In today’s competitive world the trucking industry needs to understand and apply formal sales strategies to monitor the profit-
ability of their freight orders. Selling-Chain Management is an application framework that helps sell better, more effectively and across all channels by establishing linkages between previously disconnected sales functions within a company. The focus of sales processes is to secure a customer relationship for the longer term and earn their trust for more customer referral business opportunities. Every company needs to re-evaluate their selling strategies based on the economic environment and changes in customer demands. There are tremendous changes which are affecting the way traditional selling used to work. now, the focus is on the buyer, what they want, when they want it, and how they want it. Software suites need to support these requirements by providing such functionalities as sales lead management, configuration, dynamic pricing, order entry, order management, product catalog, available to promise, proposal & quote and commission. SCM is an integrated order acquisition strategy set in a multi channel environment. The complete integrated selling chain application architecture breaks the departmental walls and supports complete order life cycle that involves Inquiry/Prospect, Customization, Commit and Order processes. The goals of SCM business strategy are to: • Make the ordering process easier for the customers • Add value for the customers • Make it easy to order customized products • Increase sales force effectiveness • Coordinate team selling There are a number of business forces driving the need for implementing SCM. Some of these forces are: • The rise of the Self-Service Order • The excessive cost of Presales technical support 8
hux mukwbly dw Xu`g hY[ jy tr`ikMg kMpnIAW ny vI vDyry Bwr Fox dy Awrfr pRwpq krny hn Aqy Awpxw munwPw vDwauxw hY qW ies leI vI nvIN qknIk dI loV hY[sY`ilMg- cyn mYnyjmYNt ie`k AYplIkySn Prymvrk hY ijs nwl vDIAw syl hI nhIN huMdI sgoN ieh kMm vDyry vDIAw FMg nwl huMdw hY[ ieh swry cYnlW nwL juV ky kMpnI dy pihly tu`ty sMprk vI muV sQwpq kr lYNdw hY[ ienHW syl pRikirAwvW dw inSwnw ieh huMdw hY ik kstmr Bwv gwhk nwL lMby smyN leI sbMDW nUM sQwpq krnw Aqy aunHW gwhkW dw lMby smyN leI ibzns rYPrlW dyx leI ivSvws pRwpq krnw hY[ ijvyN ijvyN gwhkW dIAW mMgW bdldIAW rihMdIAW hn Aqy AwriQk vrqwry ‘c qbdIlI AwauNdI rihMdI hY auvyN auvyN hI hr ie`k kMpnI nUM AwpxI FMg qrIikAW dw vI muV mulWkx krnw pYNdw hY[pihly iv`krI krn dy FMg qRIikAW ‘c hux bhuq v`fI qbdIlI Aw geI hY[hux mu`K iDAwn gwhk Bwv KRIdx vwLy ‘qy huMdw hY[ ik gwhk kI cwhuMdw hY, kdoN cwhuMdw hY Aqy iks qrHW cwhuMdw hY[ ies qrHW dy swPtvyAr cwhIdy hn ijhVy ies qrHW dIAW swrIAW loVW pUrIAW krdy hn[ienHW ‘c sylz lIf mYnyjmYNt, rUp ryKw, bdl rhIAW kImqW, Awrfr AYNtrI, Awrfr mYnyjmYNt, vsqW dI sUcI, vwAdy Anuswr Bugqwn, qzvIz Aqy kot Aqy kimSn Swml hY[ies smyN dy bhu cYnl mwhOl ‘c AYs sI AYm ie`k Aijhw XMqr hY ijs ‘c sB ku`J Swml hY[ies ‘c sB ku`J hox nwL ieh swry Awrfr ijnHW ‘c ienkuAwrI/sMBwvnwvW, gwhkI, kimt Aqy Awrfr pRosYsz Awid sB Swml hn[AYs sI AYm vpwrk rUp ryKw dy inSwny hn: • gwhkW leI Awrfr dyx dI ivDI nUM sOKw bxwauxw • gwhkW dI AihmIAq nUM smJxw • vsqW nUM vDIAw bxwaux leI ivDI nUM sOKw bxwauxw • ivkrI sMgTn nUM pRBwvSwlI bxwauxw • ivkrI tIm dw qwlmyl r`Kxw keI ibzns Adwry hn jo AYs sI AYm dIAW SkqIAW dI loV mihsUs kr rhy hn aunHW ‘coN ku`J hyT ilKIAW hn: • sYlP srivs Awrfr dw auBwr • pRI syl qknIkI shwieqw dw vwDU Krcw • Awrfr ‘c glqIAW dIAW vD rhIAW kImqW Continue on pg 10... SEPTEMBER / oCToBER 2014
American Trucking Associations Donates $100,000 to Trucking Moves America Forward Washington –American Trucking Associations announced a $100,000 commitment to help Trucking Moves America Forward – the growing industry-wide movement – tell the positive stories of the trucking industry and its essentiality to America’s economy and communities. With ATA’s donation, TMAF stands at $700,000 towards its goal to raise one million dollars by the end of the year.
TMAF – launched in March at the Mid-America Trucking Show – is an industry-wide image and internal education initiative informing policy makers, motorists and the public about the benefits of the trucking industry to help build a groundswell of political and grassroots support necessary to strengthen and grow the industry. “One of our most important jobs is to tell the trucking industry’s story,” said ATA President and CEO Bill Graves. “There’s so much to know about the safety, the essentiality and the sustainability efforts of this industry and Trucking Moves America Forward has been designed to do just that.” “We have come a long way in almost two years of planning and preparation, and now ATA is proud to announce we’re taking our support to a higher level today announcing a contribution of $100,000 to Trucking Moves America Forward,” Graves said.
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ATA’s contribution brings TMAF closer to its goal of raising $1 million to fund its educational and outreach mission. “It is not surprising that the industry’s vendors and suppliers are embracing the movement, as well as other industry organizations like National Tank Truck Carriers and the Truck Dealers Association,” said Kevin Burch, president of Jet Express and vice chairman of ATA. “Associations like OOIDA, the Truckload Carriers Association and Specialized Carriers and Rigging Association all are spreading the message.” “As an industry-wide image campaign, we’re happy that such a prominent industry association as American Trucking Associations is now combining its in-kind contributions with financial ones,” said Mike Card, Chairman of the TMAF Fundraising Committee and president of Combined Transport. “TMAF has been overwhelmed with the support we’ve received from all corners of the industry and look to continue this momentum this year and beyond.”
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SEPTEMBER / oCToBER 2014
...Continue from pg 8
• The increasing cost of order errors • The proliferation of channels • The increasing complexity of products • The rise of deregulation and mergers and acquisitions • The increasing of online sales through IRM (Internet Relationship Management) The elements of an SCM infrastructure include: • Sales Configurator: For complex order processes involving build-to-order products, configuration is a basic prerequisite for doing business. Modern system configurators are designed to go beyond checking to see whether a product is configured correctly. They embrace the needs of the customer and enable a sales force to generate requirement-based configurations and quotes. • Pricing: Selling complex products requires effective pricing configuration support. Pricing configuration and update management tools assist companies with developing, managing, and deploying complex pricing and discounting structures to their selling channels. • Proposal and Quote Generation: This includes opportunity creating and tracking, interactive needs assessment, automatic quote generation and proposal wizards. • Commission and Contract Management: There are three core modules: incentive design, incentive processing, and incentive analysis. Compensation design, planning, contract management and processing are the most complex, error-prone and time consuming areas. • Order Entry and Management: The order entry and acquisition process goes through a series of steps like: 1. Identify potential customer 2. Understand customer needs 3. Validate needs with customer 4. Develop alternative scenarios 5. Translate into production terms 6. Determine configuration, cost and price 7. Determent terms, availability and delivery 8. Present Bid/Proposal to customer 9. Evaluate and revise bid 10. Prepare Order • Internet Relationship Management (IRM): It helps deliver targeted, dynamically generated content to a company’s customers. It is used to manage customer interaction and for deriving revenues. SCM applications are attempting to solve problems in: 1. 2. 3. 4.
Standardizing best selling practices Closing more sales Increasing average order size Multi channel selling
A multi channel selling infrastructure is necessary for a company to manage all facets of the order process. Following this process, companies attract new prospects by providing them with easy access to product and service information before they buy. After the sale, the same level of service builds the type of loyalty that turns customers into company advocates, resulting in up-selling and cross-selling opportunities, as well as new customer referrals. This way, CRM and SCM really helps the company to attract customers, make sales, and then retain them as lifetime customers. 10
Sales – Taking a Technical Approach • cYnlW dw pswr • pRofktW dIAW aulJxW ‘c vwDw • fIrYgUlySn, mrzr Aqy pRwpqIAW ‘c vwDw • AweI Awr AYm ( ieMtrnY`t irlySniSp mYnyjmYNt) rwhIN Awn lwien syl ‘c ho irhw vwDw
AYs sI AYm qwxy bwxy ‘c hyT ilKIAW g`lW Swml hn: • sylz kniPgrytr: bhuq guMJldwr AwrfrW ijnHW ‘c iblf -tU-Awrfr vsqW hn, dw vpwr krn leI kniPgrySn mu`FlI loV hY[mOjUdw kniPgrytr isstm TIk bxI vsq dI prK krn qoN vI v`D kMm krdw hY[auh gwhk dI loV nUM vyK ky sylz vwilAW leI loV Anuswr kniPgrySn krn Aqy kImq kot krn q`k dw kMm krdw hY[ • kImq: kMplYks vsqW nUM vycx leI pRweIisMg kniPgrySn sport dI vI loV hY[pRweIisMg kniPgrySn Aqy A`pfyt kIqy hoey pRbMDkI XMqr kMpnIAW dy pRbMD nUM vDIAw bxwaux Aqy aunHW dy cYnlW ‘qy kMplYks pRweIisMg Aqy ifskwaUNt FWcw vI idMdw hY[ • pRopozl Aqy kot jnrySn: ies ‘c kRIeyitMg Aqy trYikMg dI suivDw,ieMtrAYkitv loVW dw AMdwzw Aqy svYcwlk kot jnrySn pRopozl ivzwrf Swml hn[ • kimSn Aqy kWtrYkt mYnyjmYNt: ies ‘c mu`Fly iqMn mofUl hn: iensYNitv ifzwien, iensYNitv pRosYisMg Aqy iensYNitv AnYlyisz[ kMpYnsySn ifzwien,plYinMg, kWtrYkt mYnyjmYNt Aqy pRosYisMg sB qoN v`D guMJldwr hn Aqy ienHW ‘c glqI hox dI vI sMBwvnw rihMdI hY[ieh smW vI izAwdw lYNdI hY Aqy ies leI QW vI vDyry cwhIdI hY[ • Awrfr AYNtrI Aqy mYnyjmYNt: ieh isstm hyT ilKy keI pVwvW ‘coN lMGdw hY: 1. sMBwvI gwhk dI pCwx krnI 2. gwhk dIAW loVW nUM smJxw 3. gwhk dIAW loVW nUM pRmwixq krnw 4. hor sMBwvnwvW dw pqw lwauxw 5. auqpwdn Anuswr pqw lwauxw 6. aus dI kniPgrySn, kImq Aqy lwgq dw pqw lwauxw 7. SrqW, vsqU dI auplBqw, filvrI sbMDI jwxkwrI 8. hux dI ib`f/gwhk leI pySkS 9. 10. Awrfr iqAwr krnw • ieMtrnY`t irlySniSp mYnyjmYNt ( AweI Awr AYm): ieh kMpnI dy gwhkW nUM qyzI nwl bxweI geI sUcI nUM smyN isr phuMcwaux ‘c mdd krdw hY[ieh gwhkW nwl AwpsI sMprk Awmdn pYdw krn leI vriqAw jWdw hY[ AYs sI AYm ienHW sm`isAwvW nUM h`l krn leI vriqAw jWdw hY: 1. ivkrI pRxwlI nUM vDIAw bxwauxw 2. izAwdw sylW nUM bMd krnw 3. AOsq Awrfr sweIzW vDwauxw 4. mltI cYnl sYiLMg hr qrHW dy AwrfrW dy pihlUAW dw pRbMD krn leI mltI cYnl sYilMg qwxy bwxy dw hoxw zrUrI hY ies nUM Apxw ik kMpnIAW nvyN gwhkW nUM Awpxy vl iK`cx ‘c kwmXwb ho jWdIAW hn ikauN ik ies nwL nvyN pRofkt sbMDI KRIdx qoN pihlW cMgI qrHW jwixAw jw skdw hY vycx qoN bwAd vDIAw srivs sbMDI jwxkwrI dyx nwL gwhkW dw kMpnI pRqI ivSvws bixAw rihMdw hY ies qrHW ienHW gwhkW dIAW rYPrlW nwL kMpnI dIAW A`p sYilMg Aqy krOs sYilMg dy mOky vD jWdy hn ies qrHW nwL sI Awr AYm Aqy AYs sI AYm nvyN gwhk lYx ‘c kMpnI dI shwieqw krdy hn, ivkrI c vwDw krdy hn Aqy aunHW nUM izMdgI Br leI kMpnI nwL joVdy hn[ September / october 2014
2008 International 9200i 475HP Cummins ISM, 10Spd, Excellent Dyno (8) Available Blow Out Price !! $36,950
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SEPTEMBER / oCToBER 2014
by JAG DHATT
ccording to Volvo, the new 2016 VN series A highway tractor will deliver even better fuel efficiency, and thus
the trailer gap. In addition, Volvo is building upon its XE – eXceptional Efficiency – packages with improved gearing modifications to further boos fuel economy. Finally, depending on the rear-axle load, the new overdrive system can sense and lock out the 12th gear and provide performance and fuel-efficiency of direct drives.
hree new UPS centres will be opening T in BC in order to expand its operations in Canada and support new jobs. The three
o you want to design and build your own D Model 579? It’s pretty straight forward, according to Peterbilt.
and then save and email an image of it to your nearest Peterbilt dealership. Just like online automobile configurators, each time a selection is made, the screen shows an updated image based on the user’s choices. Options for configuration include sleeper or day cab, interior trim packages, exterior colour, axles, aerodynamic fairings, bright options, and performance levels for the MX-13 engine.
president Michael Tierney said, “Expanding our service in BC and across Canada is fueled by market opportunity and customer demand. UPS continues to invest in new capabilities and network capacity to secure customers’ confidence and enable their long term growth.” The expansion and opening of the four centres will represent a multi-million dollar investment and will provide about 80 jobs. The planned expansions are expected to be completed by November of this year.
savings, as compared to earlier models. Changes to the bumper, chassis, and roof fairing designs will reduce air turbulence around the vehicle exterior and will improve air flow under the truck, around the tires, and in
Simply use the new configurator tool at www.peterbilt.com and from there, pick a colour, select sleeper or cab, and fine tune your PACCAR MX-13 engine. According to those who have used it, the new online configurator tool is fun, immersive way to build your custom Model 579. From the comfort of your own home, customize your truck virtually
or 2015, Freightliner Trucks has announced FWestport that the Cummins ISX12 G
heavy-duty natural gas engine will be available as a factory-installed option for the 114SD severe-duty truck in 2015. This natural gas engine coupled with the severe-duty truck will be ideal for jobs such as mixer, crane, and sewer vac. Ratings of up to 400 hp and 1450 ft-lbs of torque will come from this
arrier Transicold, a company built on helping C improve transport and shipping of temperature-controlled cargoes, says its new APX
remote panels add convenience and efficiency for refrigerated transport. These remote panels, now placed in locations more easily accessible to operators, are available in two configurations: “flush-mount,” designed for mounting inside the trailer near the doors and, “surface-mounts,” for
12-liter natural gas engine, which can operate on compressed natural gas (CNG) or liquefied natural gas (LNG). The 114SD was available with a CNG option with the 9-liter Cummins Westport, but a larger displacement engine was needed for severe jobs. Freightliner has sold more than 3500 natural gas-powered trucks since 2008 and this is another addition to an already successful fleet.
use on trailer exteriors. Both configurations of panels include the same dashboard display – a large, backlit screen, lined by labeled controlled buttons and menu keys – which makes operation easy and intuitive. These new panels incorporate the same plug-and-play control setup of Carrier Transicold’s latest units by using CAN bus communication protocols.
centres are slated for Kamloops, Nanaimo, and Comox; in addition, the Kelowna office will also be expanded and upgraded. UPS Canada
uilding on its already existing MP8 platform, Mack has announced a new 505-hp Mack MP8, called the 505C+. This new engine will be churning out a whopping 1,860 ft-lb of torque and should increase fuel efficiency.
Mack says the engine, “is ideal for long-haul applications, especially those in mountainous terrain,” where extra power and torque is necessary. Now available for order and delivery, the new engine is available in the Mack Pinnacle Axle Forward and Axle Back models. leetCor Technologies, Inc. will acquire Comdata from Ceridian LLC for $3.45 billion by FDecember of 2014. This merger is a natural one
and FleetCor.’s CEO, Ron Clarke, is very excited about bringing the two companies together. FleetCor is a global provider of fuel cards and
workforce payment products to businesses while Comdata provides fleet, virtual card, and gift card payment systems to over 20,000 customers. Comdata has about 1,300 employees and does over $54 billion in payments annually. The acquisition of Comdata by FleeCor follows a trend of companies investing heavily in the fuel card business. 12
SEPTEMBER / oCToBER 2014
ATA Tells Congress Trucking Invests ATA Truck Tonnage Index Increased At Least $7.5 Billion in Safety by 1.3% Washington –American Trucking Associations testified to Congress that the industry invests more than $7.5 billion in preventing crashes on the nation’s highways. “The trucking industry places safety at the top of its priority list,” ATA Executive Vice President Dave Osiecki told the Senate Commerce Committee’s subcommittee on surface transportation and merchant marine infrastructure, safety and security. “Our industry spends more than $7.5 billion each year on safety, and that investment is making a difference,” Osiecki said. “Over the past decade the number of large trucks involved in fatal crashes has dropped 17% - even with the industry operating an additional 2.7 million trucks and driving an additional 54 billion miles. More trucks, billions more miles, fewer crashes.” Those investments include safety training, safety-related bonuses and incentives for drivers, active safety technologies like collision mitigation, active braking and video monitoring and electronic logging devices. Trucking’s investments, Osiecki said, are only part of the solution - calling on the federal government to do more to address highway safety by addressing the primary causes of crashes. “Driver error causes most crashes. More specifically, driver mistakes and driver misbehaviors - by both professional drivers and passenger vehicle drivers,” he said. “In fact, car drivers contribute significantly to truck crash numbers. If the regulatory, enforcement and safety program lens is focused properly on the most common mistakes and misbehaviors by all involved in the safety equation, big safety gains are possible.” Osiecki cited reducing speed, electronic logging and stability control HowesDesiTruckingHalfPage_W14.pdf 1 8/14/14 AM as rules along with aggressive on-road enforcement of driver 10:29 behavior areas the government should be focused on to improve safety.
Arlington, Va. – American Trucking Associations’ advanced seasonally adjusted For-Hire Truck Tonnage Index rose 1.3% in July, following a decrease of 0.8% the previous month. In July, the index equaled 130.2 (2000=100) versus 128.6 in June. The index is off just 0.6% from the all-time high in November 2013 (131.0). Compared with July 2013, the SA index increased 3.6%, up from June’s 2.3% year-over-year gain. The latest year-over-year increase was the largest in three months. Year-to-date, compared with the same period last year, tonnage is up 2.9%. The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 133.3 in July which was 0.8% above the previous month (132.3). “After a surprising decrease in June, tonnage really snapped back in July,” said ATA Chief Economist Bob Costello. “This gain fits more with the anecdotal reports we are hearing from motor carriers that freight volumes are good.” Costello added that tonnage is up 4.9% since hitting a recent low in January. “The solid tonnage number in July fits with the strong factory output reading and a jump in housing starts for the same month,” he said. “I continue to expect moderate, but good, tonnage growth for the rest of the year.” Trucking serves as a barometer of the U.S. economy, representing 69.1% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 9.7 billion tons of freight in 2013. Motor carriers collected $681.7 billion, or 81.2% of total revenue earned by all transport modes.
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Claims Drivers must be
very diligent when they sign for cargo at both the pickup and the delivery points. As a driver, you are expected to not damage, and even protect your cargo. Most carriers have trained their drivers to secure cargo properly, operate special equipment, like reefers and heaters and how to properly sign bills of lading. However, if you haul enough freight enough miles, something is going to get broken. Either you or you and your company may be held responsible. Over the years a large body of legal precedence and statute law has been established around the carriage of goods. Legal presidents are laws that are created when judges decide cases. Statute law is Law created by legislators. When companies want to be very specific they enter into a contract and agree to what law is to be enforced . claims involve a 3 types of law. Here is some interesting background for drivers on how liability for claims is determined. In both Canada and the USA, the claimant is not required to prove the carrier was negligent- that is- actually did something wrong. The fact the goods are damaged is all the evidence needed to make the trucker responsible. The rules are slightly different in Canada and the USA with the main difference that in Canada, a truckers’ liability is a little more limited. If the shipment crosses the - Ken Davey border, it may
take a team of lawyers to determine if domestic Canadian law can apply. Typically USA law applies regardless of the direction of the goods or where the owner of the goods resides. In Canada, most provinces regulate “conditions of carriage” based on a national standard approved in the 70’s. You can come across them, usually printed on the back of a Bill of Lading. They set out how claims are handled when more that one carrier is involved. They also hold the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent. There are few exceptions. Uniquely in Canada, liability is limited. The value of any lost or damaged goods is limited to the lesser of $2.00 per pound (4.41 per kg) computed on the weight of the shipment or the commercial value at the time and place of shipping. Of course, the shipper can declare a value that exceed the 2.00 per pound limit, and the carrier can make additional charges for assuming this additional risk. Still no carrier is bound to carry articles of extraordinary value, and if the value is not disclosed, the applied valuation is at 2.00 per pound. In Canada used or uncrated cargo can move at the “owner’s risk of damage”. A driver should make sure to make this notation on the bill of lading that used or uncrated goods are moving When goods are moving at owners risk, the risk only covers risks incidental to the transport, like for example if a knob or handle broke off of
a small machine. The carrier is still liable for any losses caused by negligence, for example a roll over or fire that destroys the small machine. In the USA Cargo claims are administered as per the Carmack Amendment to the interstate commerce act. It is found in Title 49 of the United States Code. The Carmack Amendment holds the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent and/or that one of the basic exceptions applies. Unlike Canada, there is no statutory limit to the value of cargo under the Carmack amendment so any limit on the trucker’s liability would have to be specifically stated in a contract. Further, instead of valuing product at time and place of shipping like in Canada, the Carmack amendment does not specifically say how value is determined. From my experience and from what I have read about court cases the value of the goods is usually interpreted to be the difference between the market value of the property in which it should have arrived at the destination, less the market value of the goods in the actual condition in which it arrives. The 5 basic exceptions to trucker’s liability are: 1. An act of God 2. An inherent nature or vice of the goods 3. An act of the shipper 4. An act of the public enemy 5. The authority of law These same basic protections, with September / october 2014
Cargo Claims slightly different wording, are present in the Canadian, Conditions of Carriage. With small differences the rest of what follows applies to both countries. Drivers must be very diligent when they sign for cargo at both the pickup and the delivery because liability for the for cargo is assumed to be the carrier. In order to claim for cargo damages, all a company has to do is show the good were in good condition when given to the carrier and that they were is a bad condition when given to the consignee. Then, they have to document the amount of loss. In the event of non-delivery, the loss is total. Therefore, what you write on a bill of lading at pick-up or delivery is crucial. Let’s say you have a shipment of boxed carbon. Some of the boxes contain diamonds, some of them contain coal. If you make a delivery, and the consignee marks 2 boxes damaged without noting, a model number or a description of exactly which 2 boxes were damaged, your company could pay for damaged diamonds when coal was actually damaged. For the same reasons notations like “Shippers load and count”, “sealed load “ and “said to contain” are very important. Exact piece counts and cargo temperature records are also very important. Your company only has 3 choices when dealing with a cargo claim. They can pay the full value of the cargo claim or deny liability based on one of the five exceptions or pay a limited amount based on, in Canada 2.oo per lb or in the USA a contracted limit. Lastly, it is hard to think of this kind of legislation as protecting truckers, but that is what it does. A contract can overrule any provisions of the Carmack Amendment or the conditions of carriage. Contract language, for example, can be used to incorporate conditions or to waive any rights or responsibilities outlined under Carmack. The waiver must be in writing, and if waived, parties are left to the terms of the contract rather than established law. Consequently, whenever something is added by a shipper to a bill of lading or a separate contract is necessary to govern the relationship between the shipper and carrier, like for example a brokerage agreement, it typically removes a protection of the carrier. For example, by Statue law, a trucker is not required to deliver a shipment in any specific time frame other than Due Dispatch. However as soon as someone puts on a bill of lading, “must deliver by” then the “deliver by time” becomes a term of the contract and the trucker may have to pay a claim because they deliver late. September / october 2014
ie`k frweIvr vjoN quhwfy qoN Aws kIqI jWdI hY ik qusIN kwrgo nUM fYimj nhIN sgo protYkt krogy[ bhuqy kYrIArz ny Awpxy frweIvrj nUM trYf kIqw hoieAw hY ik kwrgo nMU ikvyN sur`iKAq r`Kxw hY, Kws aupkrx ikvyN vrqxy hn ijvyN rIPrz Aqy rItrz Aqy loifMg ib`lw nUM ikvyN pVqwl krky hsqwKr krny hn[iPr vI jdoN kwPI Bwr kwPI dUr lY ky jwvogy qw kuJ nw kuJ qw tu`t hI jWdw hY[ies vwsqy quhwnUM qy quhwfI kMpnI donW nUM ijMmyvwr TihrwieAw jw skdw hY[smyN smyN qy ies sbMDI kwnMUnI FMg qrIky hod iv`c Awaudy rhy hn[klysz bwry iqMn prkwr dy inXm hn[ knyfw Aqy XU.AYs. ey dono dySw iv`c klymYNt nUM kYrIAr dI lw-prvwhI dI swbq krn dI loV nhIN hY[ tr`kr nUM ijmyvwr Tihrwax leI iehI sbUq kwPI hY ik vsqUAw fYmyj hoeIAw hn[XU.AYs.ey nwloN knyfw iv`c ieh ijMmyvwrI kuJ sImq hY[knyfw dIAw bhuqIAw proivMsz 1970 iv`c lwgU kIqIAw hoeIAw “kMfISnz AwP kYryj” nUM AwDwr mMn ky cldIAW hn[ieh Awm qOr qy lYifMg ib`l dI bYNk qy CpIAw huMdIAw hn[ieh ieh vI dsdIAw hn ik ie`k qoN v`D kYrIArz dI sUrq iv`c klymz ikvyN hYfl krny hn[ iksy lOst jW fYmyjf vsqU qy knyfw iv`c vYlXU do fwlr jW G`t pRqI pOf Bwr Anuswr imQI jWdI hY[ ieh iSpmYt smyN dy Bwr Anuswr igxI jwdI hY[ jykr iS`pr ispmYt dI vYlXU do fwlr pRqI pONf Bwr qoN v`D fyklyAr krdw hY qW kYrIArz vwDU joKm leI vwDU cwrj lY skdy hn[ vriqAw hoieAw jW Ankrytf kwrgo knyfw iv`c mwlk dy irsk qy FoihAw jw skdw hY[ pr frweIvr nUM ies bwry hmySw lYifMg ib`l qy not krvwauxw cwhIdw hY[ XU.AYs.ey iv`c kwrgo klymz “Carmach Amendment” Anuswr inrDwrq kIqy jwdy hn[ kwrmYk AmYNfmYNt krIAr nUM gufz dy fYmj leI doSI mMndI hY[ eyQy krIAr nUM swbq krnw pYNdw hY ik nukswn ayusdI AxgihlI kwrn nhIN hoieAw[ knyfw dy ault kwrmYk AmYfmYNt ADIn kwrgo dI vYlXU dI koeI sImw nhIN hY[ies leI tr`krj dI lwieiblytI bwry kwtrYkt iv`c sw& sw& vrnx hoxw cwhIdw hY[kwrmYk AmYfmYt ieh vI sp`St nhIN krdI ik ieh vYlXU ikvyN inrDwrq hovygI jd ik knyfw iv`c iSpmYNt smy Aqy kort kysW bwry pVHn auprMq ikhw jw skdw hY ieh phuMc sQwn qy vsqU dI vYlXU Aqy iesdI auQy mwrikt vYlXU dy Prk Anuswr imQI jwdI hY[ tr`krz lwieiblytI leI pMj Cotw hn: 1. kudrqI kropI 2. iS`pr dI glqI kwrn 3. vsqU dI iksm kwrn 4. duSmx dI kwrvweI kwrn 5. knUMnI AQwrtI QohVy bhuqy Prk nwl iehI Cotw knyfw iv`c vI krIArz leI hn[ies Coty moty Prk qoN ibnW bwkI inXm donW dySw dy krIArj leI brwbr hI hn[ frweIvrW nUM kwrgo dy ip`k-A`p sQwn Aqy phuMc sQwn qy Awpxy dsqKq sucyq rih ky krny cwhIdy hn ikauNik iksy vI kwrgo dy nukswn dw klymLYt leI kMpnI nUM ieh swbq krnw pvygw ik krIAr nUM dyx smy vsqUAw dI kMfISn TIk sI pr pRwpq krqw nUM dyx l`igAw ieh Krwb hwlq iv`c sn[ ies leI qusI ip`k Ap jw filvrI smyN lYifMg ib`l qy ilKdy ho auh inrnwiek huMdw hY[ kwrgo klym leI quhwfy kol kyvl iqMn qrIky huMdy hn[pUrI kImq py kIqI jw skdI hY, jw auprokq pMj Cotw kwrx klym TukrwieAw jw skdw hY jw knyfw Anuswr do fwlr pRqI pONf Bwr Aqy AmrIkw dy inXmw Anuswr Asl kWtrYkt dI vYlXU py kIqI jw skdI hY[vyvr ilKqI hoxw cwhIdw hY Aqy donoN iDrw kwnUMnI dI ibjwey kWtrYkt dIAw pwbMd huMdIAw hn[
w w w. d e s i t r u c k i n
By: PASH BRAR
UNDERCUTTING IN TRUCKING tr`ikMg ‘c Gtw-Gtw ky kImq dyxI T here is competition in every industry, including trucking. A very common way of overcoming competition in trucking is to undercut when bidding for the load. By undercutting, I mean to offer a lower price than your competition for a load. This essentially takes that load away from the competition. now that the load has been obtained by offering the lower price, has it necessarily made that company any money? Often the end result may not be all it seems. When bidding on a load, there are obvious factors that must be taken in to account to earn money. The distance being travelled, fuel being consumed, any extra insurance costs, extra permit costs, time to load and unload, is there a backhaul, pay to the driver, truck and trailer maintenance etc. These factors must be taken in to account for each load bid on. If the price is too low to make money, why would anyone take a load for a loss? There are companies which are taking loads for a loss, and many in the industry are saying it is these companies which are destroying the current trucking industry today. In BC there was a strike in March of 2014 at Port Metro Vancouver due mostly to pay issues. Rates, unpaid time spent waiting and undercutting were the big issues. hundreds of millions of dollars worth of cargo was left stranded at the docks during the 28 day dispute. In June 2014 there was a strike threatened again because the pay increases promised from the previous dis
- 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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SEPTEMBER / oCToBER 2014
Undercutting inTrucking pute settlement were not being honored which should have taken place on April 3. They were accusing companies of not paying the agreed pay increases all to make a profit. When loads are undercut, there are very few ways to now earn a profit, and often it is at the expense of the truck driver. Pay the driver less so the company can earn a profit. The truck driver is who often suffers the wrath of undercutting. Recently in BC a few trucking companies banded together to undercut each of their loads by $400. I have a few drivers working for one of the companies. They immediately left to go work elsewhere and so did most of their colleagues. Other trucking companies were lining up to hire the disgruntled truckers. The drivers I know personally who left are hardworking, honest men trying to support their families. As they told me, they cannot provide for their families by staying with a company who agreed to undercut loads and make them pay for it. Running at a loss was not an option for the drivers. I see the pay statements for all of my drivers. I see pay discrepancies on most of them. The rate does not match what the driver has written on their pay envelope. Drivers tell me that they ask for the rate and are sometimes not even told and have to take a load not knowing if they can cover even their fuel costs. Or they ask one day and its one rate, and the next day the same load is a different rate, and their friend at the same company is quoted another rate entirely for the exact same load. I had to deal with a wife of one of my drivers who was crying her eyes out. She was asking why the company couldn’t just pay her husband who risked his life every day driving to feed their family, honestly. he left that company I’m happy to say along with 14 others. Without drivers, you have no business. With competition everywhere, undercutting is not the only way to get a load and to earn a profit. Whether it’s in trucking or in any business, we all have competition. It’s how we deal with that competition that sets us apart. Prompt courteous service and customer service is an excellent tool. Competition helps businesses to build loyalty to your good service. When others offer the same services you do, you must distinguish yourself. Education and innovation are invaluable. See what competitors are doing right and wrong and learn what you can do to make your business that much better. In trucking it’s your drivers who are your service tools. Educate them and work as a team. learn your core market with the drivers. They’re the one’s seeing everything on a daily basis. get their feedback and have them participate in the company. When the drivers are happy and involved, and earning a profit, the whole industry earns a profit.
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Desi Trucking Magazine
SEPTEMBER / oCToBER 2014
PROVEN FUEL EFFICIENCY.
“Customer service is our company’s highest priority. We are able to reach our goal of 99.9% on-time deliveries while maintaining 7+ MPG. That’s why we trust Volvo Trucks.” – Tray Sihota and Perman Sihota, Royal Express Inc. “swfI kMpnI leI kstmr srivs sB qoN mh`qv pUrn hY[AsIN Awpxw smyN isr filvrIAW phuMcwx dw tIcw 99.9% pUrw krn ‘c s&l hoey hW auh vI 7+ mIl pRqI gylx qyl ^rc ky[ iesy krky AsIN vOlvo tr`kW qy Brosw krdy hW” - try shoqw Aqy prmn shoqw September / october 2014 ©2014 Volvo Group North America, LLC
for “entire freight economy” out to 2025
American Trucking Assns. Overall U.S. freight tonnage will rise nearly 25% and revenues from that freight will surge above 70% over the next decade, per the latest long-term freight forecast released by the American Trucking Assns. (ATA). The ATA U.S. Freight Transportation Forecast to 2025 predicts further growth not just for trucking industry, but for the entire freight economy, according to ATA chief economist Bob Costello. “We continue to see growth for the entire freight economy– but we also see that trucking will maintain its position as the nation’s dominant mode of freight transportation,” Costello commented. Forecast was produced by ATA in collaboration with IhS global Insight. Findings of the long-range freight outlook include: • Overall freight tonnage will grow 23.5% from 2013 to 2025 and freight revenues increase by 72% • Growth in overall freight volume is pegged at 2.8% per year from 2014 to 2019, then it tapers off to 1.0% during the next six years, through 2025 • Trucking’s share of freight tonnage will increase from 69.1% in 2013 to 71.4% in 2025 • Rail intermodal tonnage will grow 5.5% annually through 2019 and 5.1% a year through 2025— yet rail market share will shrink from 14.5% of all tonnage in 2013 to 13.8% in 2025 Forecast also breaks down freight movements regionally, by both percentage of inbound and outbound tonnage. “Truck freight generated nearly $682 billion in revenue last year, which is a new record,” stated Costello in introductory remarks to Forecast. “According to IhS global Insight,” he continued, “total truck tonnage, including for-hire and private carrier operations, hit 9.68 billion tons in 2013, the highest level since 2008. As of last year, total tonnage was up 13.6% from the low in 2009.” 20
Costello remarked that “despite the slow [economic] recovery so far, the long-run [freight] outlook still remains bright for nearly all modes.” he added that key contributors to the projected “robust growth” will involve “many factors,” including trends in manufacturing, consumer spending and international trade. Trucking trends the report highlights: • Trucking will increase its share of the freight pool because trucks dominate the transportation of general commodities— and those will continue to grow at a faster rate than bulk commodities. Trucking will also gain from rising U.S. crude oil and natural gas production • As demand/production of key truck-oriented commodities improves, trucking’s market share of tonnage should expand to 70.9% in 2019 and to 71.4% by 2025 • Trucking’s share of total revenue is estimated to reach 81.5% in 2025, vs 81.2% in 2013 • Truckload volume will expand 3.5% per year from 2014 to 2019 and then by 1.2% per year from 2020 to 2025. This projection reflects the anticipated performance of key commodities and freight-market segments • Truckload carriers are seen as increasing their use of railroads to handle intermediate and long-distance trailer hauls through the forecast period • Less-than-truckload (LTL) volume is forecast to rise from 145.0-million tons in 2013 to 177.7-million tons in 2019 and then to 204.6-million tons in 2025— which would translate into an average annual growth of 3.8% from 2014 to 2019 and of 2.5% during 2020 to 2025 • Private-carrier volume is expected to expand by 3.0% per year in 2014 to 2019 and then by 1.0% per year in 2020 to 2025 • The private-carrier share of total transportation volume is fore Continue on pg 22... SEPTEMBER / oCToBER 2014
pMjwbI Aqy ihMdI iv`c vI g`l kr skdy ho
Thanks to Punjabi community for their continues support and making us your Volvo dealership hux swaUQ vYlI dy kstmrW leI KuSKbrI
2708 South East Ave, Fresno, CA 93725 SEPTEMBER / oCToBER 2014
8730 Golden State Highway, Bakersﬁeld, CA 93308
...Continue from pg 20
cast to “hold steady at 34.9% throughout the forecast period-- compared with 34.4% in 2013
pMjwbI tr`kz dw BrosyXog pwrtnr
The Trusted Partner of Punjabi Truckers RTS Carrier Services provides the tools you need to keep your trucks moving: • Fuel cards with credit lines • Qualify for fuel discounts at more than 1,000 stations
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The 75-pg report sums up the basis for its rosy forecast by pointing to numerous positive factors that are expected to play out over the next eleven years. For starters, Forecast expects U.S GDP to improve in the years ahead, with growth of 2.9% realized in 2014 to 2019 and of 2.4% in 2020 to 2025. “The domestic economy remains the driving force behind the performance of the nation’s freight pool, with foreign trade playing a secondary, but significant and growing role,” the report’s authors assert. What’s more, they contend that “if we are right about the future path of the U.S. and global economy, the nation’s freight pool could grow by 23.5% over the 12 years from 2014 through 2025.” More specifically, per the report, a “cyclical snapback” in housing and construction from 2014 to 2016 will help support freight tonnage growth of 16.6% from 2014 to 2019. In addition, it noted that general commodities will continue to expand at a “faster pace” than bulk commodities. As for the negative side of things, the authors of Forecast point out that, “healthy long-term growth in the United States cannot be maintained without healthy spending on the transportation infrastructure, state-of-the art equipment, and technology.” They conclude by stating that their forecast “remains vulnerable to ‘shocks to the system,’ such as a territorial dispute with China involving its neighbors or the United States; a worsening of the already dicey situation in the Middle East; an oil supply crisis that would send crude-oil prices spiraling higher, or [the occurrence of] major natural disasters.”
The Speed Limiter debate goes into high gear. WASHINGTON -- Initiated in March 2011, the federal notice of proposed rulemaking by NHTSA responds to a petition by the American Trucking Associations and Roadsafe America to cap the top speed of newly manufactured trucks at 68 mph. FMCSA joined the process in May 2013 by adding a retrofit provision for existing trucks.
Contact Us Today
The NHTSA and FMCSA notices are technically separate, but their dates are synched up to advance simultaneously. Both agencies submitted their proposals to the Office of the Secretary of Transportation on Aug. 8, and both target a publication date of Dec. 12, 2014.
(855) 574-1470 email@example.com rtscarrierservices.com
Once an NPRM is published, the federal agencies are required to open a public comment period – in this case for 90 days.
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Desi Trucking Magazine
SEPTEMBER / oCToBER 2014
By Pash Brar Every day I am contacted by a potential client and the same question comes up over and over again. Should I get new equipment or used equipment? There are advantages and disadvantages to both, but each person or company is different, so each situation is different. With trailers you will have to buy new in most cases. Used trailers are very hard to come by. If a used trailer is in good condition, it’s sold in a few minutes and that’s no exaggeration. Unless you know a company selling their used trailer or an owner/ operator who’s selling, it’s very hard to find. I found a nice flat tandem trailer recently and the photos were sent to me. In the amount of time it took for me to look at the photos and email back to ask the price, the trailer was sold. That’s fast! Any used trailer that’s been sitting for awhile unsold, usually has something wrong with it, like rust or can’t be used in California due to its age. If it was any good, someone would have bought it already. With a truck you’re looking at a large investment if buying new. New sleeper highway trucks range in price from $135$165,000 range and then add tax. With this, you will have a bigger down payment and higher payments if financing. But the maintenance will be much lower. Minimal work, like a grease, oil change and tune ups are needed and there are proper warranties. September / october 2014
The first year is your year to make money. Save up and make as much as you can. The second and third year you start needing things like new tires and the costs go up. A lot of financing companies only want to finance new trucks as they are seen as less risky with the warranties. In the long run, the new truck will cost much less than the used truck in maintenance. It will also give you higher resale value if trading in or selling again for another new truck. With the higher costs of a new truck, you may not qualify for the loan. It’s hard for me to crush a person’s dream of owning a new truck, but if you live in a basement suite, have been in the country only a year or two, have only a year or less trucking experience, have $10,000 or less for a down payment, or have very little credit, you may not be able to get a new truck at this time. That doesn’t mean you can’t get a new truck later on. This doesn’t mean no, this means just not right now. With this case, I can help you get a used truck or put you back to work. If you save up your money, get more experience and pay your bills on time build credit, there’s no reason you can’t have a new truck in a few years. If getting a used truck, there will be more maintenance needed, so submit in a lower down payment if financing. You want as much cash as possible available in case the truck needs a repair. You want to get
hr roz myrw vwh pRBwvI KrIdwrW nwl pYNdw hY Aqy ieko svwl bwr-bwr pu`iCAw jWdw hyY ik mYN nvW smwn KrIdW jW purwxw? dohW dy lwB Aqy hwnIAW hn[ijQoN q`k trylrz dw sbMD hY bhuqy kysz iv`c nvW hI KrIdxw cwhIdw hY[vrqy hoey trylr Awm qOr qy TIk nhIN huMdy[jykr koeI cMgI hwlq iv`c hovygw qW kuJ imMtW iv`c hI ivk jwvygw[jd q`k qusIN iksy kMpnI jW Enr Aprytr nUM nhIN jwxdy, jo purwxy trylr vyc rhy hn, audoN q`k trylr l`Bxw bhu`q muSikl hY[jykr koeI purwxw trylr CyqI nhIN ivikAw qW smJo aus iv`c jrUr koeI nuks hY jW AYnw purwxw hY ik kYlyPornIAW iv`c c`l nhIN skdw[ tr`k KrIdxw hY qW siQqI kuJ v`KrI hY[nvW tr`k KrIdx leI motI rkm KrcxI pvygI[nvW slIpr hweIvy tr`k 135000165000 fwlr dI kImq dw hovygw Aqy tYksz v`Kry[quhwnUM fwaUn pymYNt motI dyxI pvygI pr murMmq dw Krcw bhuq QoVw hovygw[pihlw swl qW kmweI dw swl hovygw[ijMnw mrzI kmwE Aqy bcwE[dUjy Aqy qIjy swl iv`c myntInYNs Krcw vD jwvygw ikauNik twier Awid bdlx dI loV pvygI[bhuqIAW PwienYNs kMpnIAW vI nvyN tr`k hI PwienYNs krdIAW hn ikauNik vrMtI hox krky irsk G`t huMdw hY[lMby smyN iv`c murMmq p`KoN nvyN tr`k dw Krcw purwxy nwloN bhuq G`t huMdw hY[rIsyl krnw hovy qW vycmu`l vI cMgw iml jWdw hY[ 23
New or Old ? the repair work done and be back on the road working again as quickly as possible. When looking for a good used truck, try to get a dyno test done, or buy a truck with warranties and recent rebuild on it. No one wants to see anyone who just purchased a used truck have to pay a hefty bill to rebuild the engine. No leasing company wants you to beg them for the money to rebuild it either, so make sure you purchase a quality, well maintained used truck. You may even be able to purchase an extended warranty. Keep in mind, even with a rebuilt engine, air lines and the electrical maintenance can really add up, so keep your cash flow going. A bad used truck can mean going almost broke for the driver.
When buying new or used, make sure the price is right. A good leasing company can help with this and of course your fellow truckers. Ask around. Leasing companies will not finance beyond the value of the truck. Fellow drivers and the company they work for know the correct prices of new or used trucks. If something is not right, your fellow drivers will know. One trucker called me and told me he ordered a brand new truck that was fully loaded. I knew from the price he quoted it was not fully loaded. The price was way too low. The truck was missing a leather wrapped steering wheel, a heated /cooling seat, insulation, LED lights, and had the wrong wheel base. I will get a price adjusted
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and the truck adjusted to help the driver if something is wrong. Being loyal to a dealership will often reward you with a good price. If you shop around in every province and state, it has potential to catch up with you when the local dealership finds out. That great deal you think you found out of province or state, often brings back an inferior truck with missing options. So know all the options you want in your truck and make sure each comparison you make at each dealership is exactly the same. When buying for local driving, a used truck may be more suitable. The cost of buying used is much lower than new. The truck is driven so little, that not much maintenance is needed. A good used day cab will be great for years if well maintained. I have one owner operator who bought a low mileage day cab. His lease is 3 years and payments are less than $1,000 a month. We estimate he will be driving this truck for the next 6-8 years. He laughed at how low his payment is. “It’s nothing” as he said it. When going to a dealership and looking at new equipment, the more experienced sales person will know when a new truck or trailer isn’t an option for a driver. They will know and advise the driver to come back later when they know they are in a proper position to buy new. I’m often called just to give advice to these drivers. None of us want to say no, but we will say see you later. I get concerned when someone who clearly cannot afford something new, is being pushed by a sales person. I’ve seen where the finance application was denied or has a very high rate, and the sales person asks the company hiring the driver to put the loan in the company name just to keep the truck sale. The only one benefiting from this is the sales person getting a commission cheque. The driver gets no tax write offs, the company he/she works for does, and they are stuck working for that company until the loan is finished. The driver is trapped paying high taxes and can’t leave the company. There is no guarantee that the company will even transfer the truck to the drivers name once the loan is done. There are no guarantees at all in this arrangement and I do not recommend this to any driver. When purchasing any type of equipment, whether a new or used truck or trailer, it’s important to do your homework first. Know the prices, have money in the bank ready for a down payment, have money for repairs set aside, know what equipment you want, and be ready to negotiate! SEPTEMBER / oCToBER 2014
New or Old ? nvyN tr`k dI au`cI kImq hox krky ho skdw hY ik quhwnUM lon nw imly[ jykr quhwnMU knyfw Awey nMU Ajy swl do swl hI hoey hn, tr`ikMg qjrbw vI swl jW ies qoN ies qoN G`t hY,irhwieS bysmYNt iv`c hY, fwaun pymYNt leI 10,000 fwlr jW ies qoN G`t hn Aqy krYift bhuq QohVy jn Awid qW Ajy qusIN nvW t`rk nhI KrId skogy[jykr qusIN b`cq krdy ho, vDyry qjrbw hwsl krdy ho, Awpxy ib`l TIk smyN qy Brdy ho Aqy krYift bxwauNdy ho qW koeI kwrx nhIN hY ik kuJ swlW bwAd qusIN nvW t`rk nw KrId sko[
KrIdx dI cMgI pujISn iv`c hovy audoN Awvy[ mYnUM icMqw huMdI hY jdoN iksy frweIvr iv`c nvW tr`k KrIdx dI spSt smr`Qw nhIN huMdI pr koeI sylz prsn iPr vI ausnUM vyc idMdw hY[auh tr`k syl bxweI r`Kx Aqy Awpxy kimSn Kwqr frweIvr nUM ausdy hwier krn vwlI kMpnI dy nW qy lon krvw idMdw hY[ies nwl frweIvr nUM AwpxI Awmdn tYks qy koeI Cot nhIN imldI Aqy auh aus kMpnI iv`c kMm krn leI mjbUr rihMdw hY audo q`k jd q`k swrw lon mu`k nhIN jWdw[frweIvr v`D tYks dyx Aqy kMpnI nW
C`f skx leI Ps jWdw hY[ies g`l dI vI grMtI nhIN huMdI ik kMpnI lon mu`kx ip`CoN vI tr`k nUM frweIvr dy nW qy kr dyvygI[mYN iksy frweIvr nUM ieMj krn dI slwh nhIN dyvWgw[ jd kdy vI nvW Bwvy purwxw tr`k trylr KrIdxw hovy qW pihlW cMgI qrHW sB p`KW dI GoK kr lvo[kImqW dI jwxkwrI lvo, fwaUn pymYNt leI rwSI iqAwr r`Ko, rIpyAr Awid leI v`KrI rwSI inSicq kro, ijhVw tr`k KrIdxw hY aus bwry jwxkwrI lvo Aqy lYx dyx krn leI iqAwr rho[
jy kr purwxw t`rk KrId rhy ho qW ikauNik murMmq dy Krcyy vDyry hoxgy ies leI fwaUx pymYNt G`t r`Ko, jy qusIN PwienYNs vI krw rhy ho, ikauNik murMmq dI loV vyly quhwVy kol ijMnW sMBv hovy kYS hoxw cwhIdw hY[ quhwnMU loV humid hY ik CyqI murMmq krvw ky dubwrw t`rk sVk qy c`ly[ jy qusIN cMgw purwxw t`rk KrIdxw cwhuMdy ho qW ausdw fwieno tYst krvwaux dI kooiSS kro jW vrMtI vwlw t`rl KrIdo[ koeI nhIN cwhuMdw ik t`rk KrIdx qoN kuJ smyN bwAd hI ieMjx bnHwauxw pY jwvY[ ies leI cMgw Aqy suhxw mYNnvyn kIqw t`rk KrIdo[ ies leI cMgw Aqy suhxw mYntyn kIqw t`rk KrIdo[ qusIN AYkstYNff vrMtI vI KrId skdy ho[ nvW KrIdo jW purwxw pr qs`lI kr lvo ik kImq TIk hY[ cMgI lIijMg kMpnI jW swQI t~rkrz quhwfI shwieqw kr skdy hn[ lIizMg kMmnIAW t`rk dy TIk TIk mu`l qoN v`D PwienYNs nhIN krngIAW[ swQI frweIvr jW auhnW dI kMpnI t`rk dy TIk TIk mu`l bwry jwxkwrI dy skdy hn[ koeI nuks hovygw qW auh vI d`s dyxgy[ iksy fIlr dy p`ky gRwhk bx ky rihxw vI lwBkwrI huMdw hY[jykr qusIN hr styt iv`c jw ky KrIddwrI krdy ho qW ho skdw hY qusIN DoKw Kw jwvo[Awpxy styt qoN bwhrLI KrId ijsnUM qusIN gryt fIl smJdy sI Aksr GtIAw qy AYsw tr`k huMdw hY ijs dIAW keI AwpSnz imisMg hox[ies leI loVIdIAW AwpSnz bwry cMgI qrHW GoK kr lvo[ jykr lokl frweIivMg krnI hY qW purwxw tr`k cMgw PYslw hY[kImq nvyN nwloN bhu`q G`t hovygI[ikauNik tr`k G`t cldw hY ies leI murMmq dy Krcy bhuqy nhIN hoxgy[ie`k cMgI vrqI fy-kYb myntyn krky r`KI jwvy qW keI swl c`l skdI hY[ jdoN iksy fIlr kol jWdy hW Aqy nvW tr`k dyKdy hW qW qjrbykwr sylz prsn jwx jWdw hY ik ies frweIvr nUM nvW tr`k jW trylr KrIdxw cwhIdw hY ik nhIN[auh frweIvr nUM slwh dy idMdy hn ik nvW tr`k KrIdx leI iPr kdy, jdoN auh nvW tr`k September / october 2014
What is E Manifest
What is E Manifest / ACI ? Regardless of how often carriers cross the Canadian or US border with commercial goods, they require an electronic entry to the CBSA and CBP with a bar code, which is called E-Manifest. What is E-Manifest? The Canadian Border Services Agency (CBSA) and US Customs and Border Protection (CBP) are committed to delivering a reliable and efficient commercial border process to provide tangible benefits to the trade community. E-Manifest is a virtually paperless process that starts before shipments reach the border. The collection and risk assessment of advance commercial information, sent electronically to the CBSA and CBP, allow low-risk shipments to be identified prior to arrival and be processed in a more efficient manner upon arrival at the border.
What will happen if a carrier does not submit an E-Manifest? If a carrier is non-compliant to the mandatory E-manifest services, CBSA and CBP will issue monetary penalties. Drivers may also be turned back from the border. When does the carrier have to submit the shipment information with CBSA and CBP? Carriers have to submit the shipment information with CBSA or CBP before the arrive at the border. It should be done at least one hour before the driver reaches the border. What are the requirements for border crossing? Coming into Canada: In order to set up an E-Manifest portal user account with CBSA, carriers require a Carrier Code. A carrier also has to get printed bar-coded labels called PARS. These
bar-coded labels include the carrier code with a unique shipment number to create a cargo control number. An administrative penalty of $1,000 will be imposed on carriers if bar-coded labels are not presented with their shipments upon arrival at the Canadian border. Coming into the United States: In order to register with the CBP, carriers are required to have a Standard Carrier Alpha Code (SCAC). This is a unique two-tofour-letter code used to identify transportation companies. A carrier also has to get printed bar-coded labels with the SCAC code and unique shipment numbers to create a shipment control number. These are also called PAPS Labels. Where can I get more information and applications for an E-manifest portal log in? Call us at our toll free number 1-800965-9839.
‘c shwieqw imldI hY[ Pyr kI hud M w hY jy koeI kYrIAr eI mYnIPYst nhIN Byjdw ? jy koeI kYrIAr eI mYnIPYst jo zrUrI hn dI pwlxw nhIN krdw qW sI bI AYs ey Aqy sI bI pI zurmwny lw skdy hn [ieh hI nhIN fRweIvrW nUM vI bwrfr qoN vwps vI ByijAw jw skdw hY[ sI bI AYs ey Aqy sI bI pI nUM kdoN dyxI cwhIdI hY kYrIAr vloN iSpmYNt sbMDI jwxkwrI kYrIAr vloN sI bI AYs ey Aqy sI bI pI nUM iSpmYNt sbMDI jwxkwrI frweIvr dy bwrfr ‘qy phMucx qoN G`to G`t ie`k GMtw pihlW dyxI cwhIdI hY[ knyfw nMU Awx smyN sI bI AYs ey nwL eI mYnIPYst portl XUjr AkwaUNt bxwaux leI kYrIArW nUM kYrIAr kof dI zrUrq hY[ kYrIAr nUM ipRMtf bwr kof lybl dI loV hY ijnHW nUM pwrs (pI ey Awr AYs) kihMdy hn[ienHW Cpy hoey bwr kof lyblW ‘c kYrIAr
kof nMbr huMdy hn ijs ‘qy iSpmYNt nMbr huMdw hY ijs nwl kwrgo kMtrol nMbr bxwieAw jWdw hY[knyfw dI srh`d ‘qy phuMcx smyN jy iSpmYNt bwr kof lybl qoN ibnw hY qW kYrIAr nUM 1000 fwlr dw jurmwnw huMdw hY[ AmrIkw nUM jwx vyly sI bI pI nwl rijstr hox leI kYrIAr nUM loV hY stYNfrf kYrIAr AlPw kof (AyY sI ey sI) dI tRwsportySn kMpnIAW dw pqw lwaux leI ieh do qoN cwr A`KrW dw vriqAw jwx vwlw v`Krw kof hY[ kYrIAr nUM AYs sI ey sI nwL ipRMtf bwr kof lybl dI loV hY [ ienHW Cpy hoey bwr kof lyblW ‘c kYrIAr kof nMbr huMdy hn ijs ‘qy iSpmYNt nMbr huMdw hY ijs nwl kwrgo kMtrol nMbr bxwieAw jWdw hY[ienHW nUM pYps ( pI ey pI AYs) lybl vI kihMdy hn[ eI mYnIPYst jW portl lOg sbMDI vDyry jwxkwrI lYxI hovy qW ik`QNo imlygI? swnUM 1-800-965-9839 tol PRI nMbr ‘qy Pon kro
eI mYnI PYst/ ey sI AweI knyfIAn jW AmrIkw dw bwrfr krn vwly kYrIAr ijhVy kmRSl vsqW dI FoAw FuAweI krdy hn, nUM sI bI AYs ey Aqy sI bI pI leI ielYktROink AYNtrI dI loV hY ijhVI bwr kof vwlI hovy Aqy ijs nUM eI mYnIPYst kihMdy hn [ ies dw igxqI nwL koeI sbMD nhIN ik ikMnI vwr bwrfr kIqw hY[ kI hY eI mYnIPYst? knyfIAn bwrfr srivs eyjMsI (sI bI AYs ey) Aqy XU AYs kstmz AYNf bwrfr eyjMsI (sI bI pI) ies g`l leI vcnb`D hn ik bwrfr pwr krn sbMDI vDIAw BrosyXog Aqy vpwrk Aml ApxwieAw jwvy ijs nwL vpwrk kimaUntI nUM Tos lwB pRwpq hovy[ eI mYnIPYst Asl ‘c kwgz rihq pRxwlI hY ijhVI ik iSpmYNt dy bwrfr ‘qy phuMcx qoN pihlW hI SurU ho jWdI hY[ibjleI XMqrW rwhIN sMBwvI Kqrw Aqy kmRSl jwxkwrI pihlW hI sI bI AYs ey Aqy sI bI pI AiDkwrIAW kol phuMc jWdy hn ijs nwL G`t Kqry vwlIAw vsqW dI pCwx krky bwrfr nUM CyqI pwr krn 26
September / october 2014
September / october 2014
Are you hauling
General Freight ?
kI qusIN jnrl Bwr FoNdy ho? There are thousands of loads in transit every day within Canada and the U.S. While many carriers specialize in the transport of certain commodities such as steal, chemicals, etc, the most frequent load type continues to be general freight. This particular type of commodity has no universal shape or form, and therefore requires expert knowledge in freight handling as well as provincial and interstate regulatory procedures. This week’s article will take an in-depth look into the multi-dimensional rules and regulations governing the transfer of general freight, and the precautions one must take when hauling this form of cargo.
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What is General Freight General Freight is best described as “a wide variety of commodities in standard trailers”. This particular type of freight can be both Truckload and Less-Than-Truck Load. In most cases, carriers who handle general freight will pick up multiple shipments and consolidate the freight to form a truckload. This can often be a tedious process, and carriers must factor in extra weight, and jnrl Bwr dw vrgIkrn FMg: fuel consumption when shipping this type of cargo as it jnrl Bwr dIAW AnykW iksmW hn Aqy hr ie`k dw v`Krw - Dara Nagra requires multiple pick-ups and deliveries. Carriers must pCwx kof huMdw hY[Bwr dI ingrwnI krn vwlIAW eyjMsIAW MBA PMP ® also take into consideration the additional paperwork rozwnw FohweI dIAW hzwrW vsqW ƒ AfYNtIPweI krn Aqy that must be completed to haul multiple shipments, iSpmYNts ƒ monItr krn leI ies XuUnIvrsl kof dI vrqoN even if they are to be consolidated into a single trailer-load. Each krdIAW hn[ sMsQw jo ieh kof inrDwrq krdI hY dw nW “nYSnl individual shipment must have a separate bill of lading, and cusmotr Pryt trYiPk AYsosIeySn” hY[ toms identification number if crossing the border. In essence each partial load must be treated as individual freight, with its own supkMpnIAW Bwr ie`kTw ikauN krdIAW hn: porting documentation. v`D qoN v`D lwB pRwpq krn dw ieh sB qoN vDIAW swDn mMinAw jWdw hY[vD rhIAW gYs kImqW Aqy frweIvrW dI lgwqwr Gwt kMpnIAW ƒ General Freight Classification System mzbUr kr rhI hY ik auh Ajyhy FMg-qrIky vrqx ijs nwl kMpnI dw There are several different forms of general freight, and each Krcw Gty[ies dI prwpqI leI trylr dI kpYstI Anuswr tr`k lof type is accompanied by an individual identification code. This unipUrw krky Byjxw ie`k mh`qvpUrn FMg hY[ies nwl iSpr dw Krcw versal code is used by motor freight regulatory agencies to monivI Gtdw hY ikauNik kMpnI ƒ QoVHy Bwr leI pUrw trylr rIzrv nhIN tor shipments and identify the thousands of different commodities krnw pYNdw[ies nwl kMpnI ƒ vI lwB huMdw hY Aqy ausdI AYPISYNsI that are in transit on a daily basis. The organization responsible qy PlYksyibiltI v`D jWdI hY[ 28
September / october 2014
General Freight for administering the codes used for classifying freight is known as the National Motor Freight Traffic Association. Each form of general freight falls into a specific class, which is uniquely identified by a “NMFC” code. Why do Carriers Consolidate Freight? Freight Consolidation is utilized as a powerful tool in maximizing profitability when shipping freight. With increasing fuel prices, and a continuous shortage of drivers, Carriers must ensure the most efficient procedures are in place to minimize operational costs, and capitalize on freight contracts. For most carriers this goal can only be achieved through the transportation of Full Loads, whereby the trailer is filled to its maximum capacity. Freight consolidation helps attain this goal because various general freight shipments from different shippers are combined into a single trailer. This strategy saves the shipper a significant amount of money, as the company does not have to reserve a full trailer for only a partial load. The carrier also benefits from this practice, as efficiency and flexibility are significantly increased.
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What is the difference Between General Freight and Specialized Freight? The difference between general freight and specialized freight is essentially quite simple. Specialized freight refers to commodities, which require specialized equipment to transport. General freight is mostly transported in regular trailers, such as vans, high cubes, & straight body trailers. Examples of specialized freight would include, lumber, steel, industrial machinery, pipe lines, and air craft components. These particular goods require much more attention then general cargo, to ensure road safety. Lumber and Steel for example are extremely heavy com
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Home Work Life Balance 30
Home Work Life Balance
are several iterations of the trucking business. First, there is the local operation, where the driver doesn’t exceed 100 kilometers from his or her home base. Secondly, there is medium haul, where the driver doesn’t exceed 800 kilometers from home base. In both of these situations, establishing some semblance of home life isn’t all that difficult with proper planning. For the most part, a driver isn’t going to miss important familial occasions – with proper planning and co-operation with dispatchers/employers, necessary home time can, and is often, achieved. Often, a driver can even count on weekends off. It is the third type of operation that makes a good home & work life balance almost impossible; yet, proper planning and co-operation can change the words from almost impossible to almost possible. This third type of trucking is, of course, the long haul. There are several types of long haul: the first is the dedicated route where the driver leaves one city and is bound for a distant city on a regular basis along the same route over and over. Often times, this type of operation involves taking a load from close to home base, reaching a destination, unload, and returning back to home base. These types of dedicated routes often lend themselves to the team type operation where two drivers work together so they can achieve 22 hours of travel in each 24-hour window. The other type of long haul is where the driver follows the load and reloads as close to the original deliver point as possible, bound for another location not necessarily in the direction of home base. These long haul situations are generally over the 800-kilometer mark and sometimes, well beyond. Often, this type of operation involves coast-to-coast travel and it’s a situation where the driver could be away from home for months at a time. In this type of work, there has to be clear planning so that there is quality in the home life of any description. With your employer, establish the important dates for your family well in advance: birthdays, graduations, religious holidays, statutory holidays, anniversaries, personal vacation times and the like should be planned so that they don’t just surprise you or your employer. They are usually known years ahead of time so it should be fairly easy to reach some sort of compromise with your employer to achieve these. It’s the parent teacher interviews that are next to impossible so if these kinds of issues are important to you, then instead of working out the compromise with your employer, then perhaps it would be easier to work out a compromise with the school. Often times, the school will work out specific arrangements because of the lifestyle of trucking. Just because somebody may want you to do something at a specific time, which may not be convenient, doesn’t mean you have to just be accepting. You need to learn how to negotiate properly so you are able to achieve those things that need to be accomplished. For the most part, people understand that you have an important job that doesn’t fit the mold of the majority. So, learn to negotiate effectively. Life is about compromise and negotiation. Learn both of these skills. Employers that dictate every detail of your life and never allow you to negotiate to meet your personal and familial needs are those with whom you do not want to be associated. If your employer doesn’t work with you to achieve your goals and objectives, then find one that will. There is a shortage of good and qualified drivers in this country. Therefore, drivers of quality and qualification need to exercise some backbone and ask for what they want. The government rules and regulations over the past several years have made the quality of a personal life much more difficult to achieve. Many of these rules and regulations have been sold as assisting in making the highways safer. The reality isn’t a safer highway, but merely it’s the lawmakers exercising more control over the driver pool, effectively putting the driver into virtual subservience. Many of our homegrown drivers have just given up on trucking because of these new draconian rules and regulations and as a result, the governmental changes exacerbated an already fairly serious driver shortage. The answer to the driver shortage has been to import drivers from overseas. Our newly imported drivers from outside North America, in the minds of the employers, are just happy to be employed even at less money than would be acceptable to homegrown drivers. Recently, I noticed a sign on the back of a trailer, while I was on an intercity drive, that bragged this particular company was paying drivers 34 cents a mile and that one should call their special 800 number to become employed. I was paid 34 cents a mile too, but that was 25 years ago. How can today’s wages be the same as they were two or three decades ago? The lifestyle of trucking covers many factors for individual’s lives, both family and work related. There is a definite requirement for companies to work with drivers to achieve a reasonable home & work balance, but more so, companies have to find a better way to compensate drivers. The new government regulations, that have been industry driven, have eaten away close to 20% of the driver’s potential income over the past several years. There is no sign that this September / october 2014
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September / october 2014
Home Work Life Balance downward slide in potential income of drivers is abating. If being paid by the mile is the one and only way to encourage productivity, then there must be some recognition for the driver’s non-productive hours, which he or she must work and earn zero. Being paid by the mile means that if the wheels aren’t turning the driver doesn’t make a nickel even though they are being forced to perform other labor-intense duties. Also, with the new government rules and regulations, downtime isn’t always done at home. When a driver is forced to take down time away from home, there must be some compensation. The entire pay structure of the industry is definitely in need of review and revision, especially in light of these new draconian rules and regulations that have had a negative effect on a driver’s income. Some of these necessary modifications may be negotiated with progressive employers. It’s not just about negotiating adequate, necessary home time; it’s also about negotiating adequate, necessary pay for all work performed, not just that time when the drivers is actually moving. If an employer isn’t willing to negotiate terms and conditions, then move on to one that will. About thirty years ago, the industry broke the union hold on the work force, reducing the unionized portion of the workforce down from virtually one hundred per cent to about ten per cent. Because there is almost no ability to collectively bargain within the industry, drivers must learn how to effectively negotiate their own employment contract. Do not just accept the employment contract set up by the employer. The employer needs your services and you need the employer. In the absence of collective bargaining, it is your responsibility to negotiate with your employer. If the employment contract doesn’t meet your needs, then negotiate a deal that will. never just sign the employment contract without reading it and at the very least, take that employment contract to a qualified lawyer to ensure it meets your needs. Employment is a two way street, especially when the driver has to sacrifice so much of his/her personal life.
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U.S. Department of Transportation Annouces Advance Notice of Proposed Rulemaking to Begin Implementation of Vehicle-to-Vehicle Communications Technology WASHINGTON – The U.S. Department of Transportation’s (DOT) National Highway Traffic Safety Administration (NHTSA) August 20, 2014 released an advance notice of proposed rulemaking (ANPRM) on vehicle-tovehicle (V2V) communications technology. “Safety is our top priority, and V2V technology represents the next great advance in saving lives,” said U.S. Transportation Secretary Anthony Foxx. “This technology could move us from helping people survive crashes to helping them avoid crashes altogether – saving lives, saving money and even saving fuel thanks to the widespread benefits it offers.” The report includes preliminary estimates of safety benefits that show two safety applications - Left Turn Assist (LTA)
and Intersection Movement Assist (IMA) – could prevent up to 592,000 crashes and save 1,083 lives saved per year. Put
another way, V2V technology could help drivers avoid more than half of these types of crashes that would otherwise occur by providing advance warning. Additional applications could also help drivers avoid im-
minent danger through forward collision, blind spot, do not pass, and stop light/stop sign warnings. “By warning drivers of imminent danger, V2V technology has the potential to dramatically improve highway safety,” said NHTSA Deputy Administrator David Friedman. “V2V technology is ready to move toward implementation and this report highlights the work NHTSA and DOT are doing to bring this technology and its great safety benefits into the nation’s light vehicle fleet.” The information sent between vehicles does not identify those vehicles, but merely contains basic safety data. In fact, the system as contemplated contains several layers of security and privacy protection to ensure that vehicles can rely on messages sent from other vehicles.
SEPTEMBER / oCToBER 2014
CASE accreditation HD and MD Orders Continue Strong in For Mack and Volvo July; 2014 Shaping Up to Be Best of Cycle COLUMBUS, IN – For the second month in a row, Class 8 orders surprised on the high side July, with net orders of 30,103. Classes 5-7 net orders also posted a gain in July, coming in Training Programs inat 15,834 units. These results were published in the latest State of the Industry report, recently GREENSBORO, N.C. – The National Institute for Automotive Service Excellence has bestowed Continuing Automotive Service Education (CASE) accreditation upon Mack Trucks Academy and the Volvo Trucks Academy as announced today. The accreditation program stringently re-
released by ACT Research Co. (ACT). The report covers Classes 5 through 8 vehicles for the North American market. Concerning Class 8, Jim Meil, ACT’s Principal, Industry Analysis, said, “While one strong month may be statistical noise or an outlier, the July orders fit into a robust pattern that has held up since the start of the year. With year-to-date orders up 33% from the comparable 2013 span, 2014 is almost certain to be the best year of this cycle.” Meil said that Class 8 backlogs were the highest since January 2012, but “we believe we are not yet at the point where an overheated market triggers duplicate ordering and raises anxieties about backlog integrity.” Meil added that Classes 5-7 year-to-date orders are running about 10.5% higher than the prior year at this time. “While the numbers may not be as stellar as what we see in Class 8, the year is shaping up to be the best thus far of the post 2009 expansion for medium duty.”
views the training programs of providers against the industry standard to ensure best practices are being met. Both Mack and Volvo were proud to receive the accreditation. “Receiving CASE accreditation spotlights the high-quality training programs offered through Mack Trucks Academy,” said Stephen Roy, president of Mack Trucks North American Sales and Marketing. “Meeting CASE standards shows Mack’s commitment to developing exceptional training programs to help increase the service and support for our customers while continuing to support our dealers.” The Mack Trucks Academy provides training for 14 different dealership job roles, like parts and service and technician, as well as training for drivers across the US and Canada. Volvo Trucks Academy also provides dealership sales, parts, service, technician and driver training programs both online or at six of their locations in Canada and the US. CASE accreditation drives continuous improvement of our instructional program and differentiates us within the heavyduty truck industry,” said Göran Nyberg, president, Volvo Trucks North American Sales & Marketing. “Exceptional training is vitally important for the success of our dealer network and drives a greater value of ownership for our customers. Accreditation also validates the quality of training we provide to customers who operate their own service networks.” September / october 2014
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Get IRP truck plates same time AweI.Awr.pI tr`k plytW ausy smyN lvo * Company Audits (Federal & CHP) * Drug & alcohol testing center * IFTA ﬁlling * kMpnI Awift (PYfrl jW CHP ) * fr`g Aqy Alkohl tYsitMg sYNtr * iePtw PwieilMg
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L&M TRUCK SALES INC.
Large Selection of Used Carb Compliant Trucks and Trailers
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r ilable fo cks” a v a e s o "Diagn F & DEF Tru DP all new
$70.00 $55.00 Tuesdays/Thursday: 2pm-4pm Saturdays: 8am-12pm By Appointment only/No Waiting
Dr. Gary G. Hamm, DC Dr. Mark Nathan Oehlschlaeger, DC
We clean DPF & DEF Filters
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ONE STOP SOLUTION FOR TRUCKERS REGISTRATION SERVICES tr`kW dIAW lwiesYNs plytW ausy idn pRwpq kro tr`ikMg nwl sbMiDq hr qrHW dy primt DOT kMplwieMs Aqy Awift syvwvW Same Day Licence Plates All Kind of Truck Permits DOT Compliance and Audit Services
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REPAIR/TIRE SHOP AND TRUCK WASH hr qrHW dI tr`k tRylr irpyAr Aqy qyL cyNj trWsimSn Aqy kl`c irpyAr tr`k tRylr dy hr qrW dy twier tr`k tRylr vwS All Kind of Truck and Trailer Repair/ and Oil Change Transmission and Clutch Repair All Kind of Truck and Trailer Tires Available Truck Alignment Service Truck and Trailer Wash DPF Cleaning & Baking
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S 600 CARB Complaint for Life of Unit Evergreen No DPF Filter or Engine Required after 7 years
Ÿ We sell used CARB compliant Refrigerated Trailers Ÿ We rent Refrigerated Trailers Ÿ We repair all makes & types of Trailers
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Free delivery to Truckstops, Hotels, Motels & Shops etc.
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(559) 237-2001 á 800-537-2600
+ SALES TAX
¥ Inspect Suspension ¥ Align Two Axles ¥ Install New Pivot Pins (2)
Includes oil filter, fuel filter, fuel pump strainer, air cleaner element and oil. Includes quick-check procedure & pre-trip inspection. Additional cost if additional inspections or repairs are needed
+ SALES TAX
BRAKES • INSPECT BRAKE SYSTEM DRUMS, S-CAMS, AIR LINES, SEAL
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PwienYNisMg qy spirMg pRmoSn!
tRylr au~pr isr& pihlI Aqy Aw^rI ikSq hI idE (O.A.C)
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tr`k LIz au~pr ryt G`t kIqy (O.A.C)
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Truc wait k Signs u o y e l i made wh ivAwhW, pwrtIAW leI fI.jy, swaUNf, lweItW, Fol plyAr, vytrs / bwr tYNfr, lImo dI sjwvt Aqy pRojYktr dw ieMqzwm krdy hW
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THERMO KING NORTHWEST tRylr rY&rIjIrySn syL Aqy srivs tRylr irpyAr CotI hovy jW v`fI ey.pI.XU. syL Aqy srivs kwrb ieMzn irplysmYNt a division of Thermo King Northwest, Inc
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970-663-9075 www.airtab.com 44
SEPTEMBER / oCToBER 2014
Safety Advisory: Students and Motorists Reminded to Be Safety Conscious In and Around School Zones and Bus Stops WASHINGTON – As a brand new school year begins, the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) reminds parents, students and motorists to be alert and to put safety first in school zones and near school bus stops. According to NHTSA data, over the past 10 years, 44 schoolaged children and teens between the ages of 5-19 were killed in school zones traveling to or from school.* Out of that number 77 percent (34) were pedestrians either struck by a school bus or another vehicle. NHTSA’s August edition of Safety in Numbers provides the following safety tips: Teach children how to stay safe around a school bus: • Stand at least six feet (three giant steps) from the approaching school bus while waiting at the bus stop. • Wait to board the bus until the driver says it is safe. • When getting off of the bus, cross the street in front of the bus and make sure the bus driver sees you. • Always watch for oncoming traffic when approaching or leaving the bus. How motorists can keep kids safe around the school bus: • When driving in neighborhoods with bus stops, schools and school zones, watch out for children walking or bicycling to school. • Slow down. Look for children walking in the street, especially if there are no sidewalks in the neighborhood. • Remember, children do not easily estimate vehicle speeds and often misjudge when it is safe to cross the street when a vehicle is approaching. • Learn and obey the school bus laws in your state. Obey the “flashing signal light system” that school bus drivers use to alert motorists of pending actions: • Yellow flashing lights indicate that the bus is preparing to stop to load or unload children. Motorists should slow down and prepare to stop their vehicles. • Red flashing lights and extended stop arms indicate that the bus has stopped, and children are getting on or off. Motorists must stop their cars and wait until the red lights stop flashing, the extended stop sign is withdrawn, and the bus begins moving before they can start driving again.
September / october 2014
New Entrant Program
What is a New nvW AYtrYNt pRogrwm Entrant Program? kI hY? By NSC Compliance Services
The New Entrant Program is a program which educates new motor carriers about the federal safety standards and regulations.
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Who does the New Entrant Program apply to? The Program applies to all new U.S. and Canadian domiciled motor carrier owners and operators that want to conduct business within the United States.
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Is there an audit in this program and is there a time frame in which the audit is conducted? There will be a safety entrant audit conducted by a certified U.S. federal safety investigator, state or provincial enforcement office. The audit will be conducted within 18 months of the authority being granted to the motor carrier.
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Where is this audit conducted? The audit is generally conducted at the principal place of business but can sometimes be conducted at the State Patrol’s office or other federal offices.
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What can cause a motor carrier to fail the audit? There are several key reasons that can cause the motor carrier to fail the audit, listed below are some of the main issues. Alcohol and Drug Violations:
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• Not having an alcohol and/or drug testing program and a random alcohol and drug testing program. • Using a driver without having them take the alcohol or drug test. • Using a driver the company knows had a blood alcohol content of 0.04 or greater. • Using a driver who does not complete the required follow-up procedures if tested positive for drugs. Driver related issues: • Using a driver without a valid Commercial Driver’s license (CDL) or a driver who’s CDL has been revoked, suspended or cancelled. • Using a medically unqualified driver. Operations related issues: • Not having the required level of insurance on file. • Not having adequate hours of service records. Vehicle related issues: • Operating a vehicle without repairing any safety related defects mentioned in an Out-of-Service inspection or in the driver’s vehicle inspection report. • Operating a commercial vehicle that has not been periodi46
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New Entrant Program cally inspected. What happens if the motor carrier fails the audit? If the motor carrier fails the audit the Federal Motor Carrier Safety Administration (FMCSA) will provide the motor carrier a written notice within 45 days after the completion of the audit to take action to fix the issues found in the audit. If the motor carrier fails to provide a corrective action plan and to implement the safety measures to ensure the matters have been taken care of within the time frame given by the FMCSA then the motor carrier will be put out of service. What happens if the motor carrier fails to reply in the time frame given by the FMCSA? If the motor carrier does not provide a corrective action plan then the carrier will be put out of service. The carrier will have to wait 30 days after the date of revocation to reapply and submit documentation that the deficiencies have been corrected. The 18 month monitoring period will start again as of the date that the re-application is approved. What happens if the motor carrier passes the audit? The FMCSA sends a letter to the motor carrier stating the results of the audit. The carrier’s performance will still be closely monitored for the balance of the 18 month period. Who can I contact if I need help with registering for a US DOT or MC number or if I have a safety entrants audit coming up? you can call us at our toll free number at 1-800-965-9839 if you need assistance in registering for a US DOT or MC number or if you have a safety entrants audit coming up.
jy motr kYrIAr Awift ‘c PylH ho jWdI hY qW Pyr kI huMdw hY? jdoN motr kYrIAr PYfrl motr kYrIAr syPtI AYfminstrySn ( AYP AYm SI AYs ey) v`loN kIqI jWc ‘c PylH ho jWdI hY qW ies nUM TIk krn leI 45 idnW dy AMdr AMdr ies dI ilKqI irport motr kYrIAr nUM ByjI jWdI hY[jy inrDwrq smyN ‘c ieh nuks dUr krn sbMDI cu`ky jwx vwLy kdmW dI sUcnw nhIN id`qI jWdI qW ies motr SEPTEMBER / oCToBER 2014
kYrIAr nUM AwaUt AwP srivs Bwv kMm dy AXog krwr dy id`qw jWdw hY[ jy sbMDq motr kYrIAr v`loN id`qy smyN ‘c jvwb nhIN id`qw jWdw qw kI huMdw hY? jy ies qrHW nhIN kIqw jWdw qW kYrIAr nUM AwaUt AwP srivs Bwv kMm krn dy AXog AYlwn id`qw jWdw hY[ies kYrIAr v`loN AXog AYlwnx dy 30 idn dI aufIk krn ip`CoN hI ies ‘c k`Fy gey nuksW nUM TIk krn dI jwxkwrI id`qI jw skdI hY[jy ArzI mnzUr ho jWdI hY qW ijs idn ArzI mnzUr hoeI hY aus qoN bwAd 18 mhIny q`k mOnItIAirMg smW Pyr surU hovygw[
jy motr kYrIAr Awift ‘c pws ho jWdw hY ?
AYP AYm sI AYs ey motr kYrIAr nUM Awift dy nqIjy Byjdw hY[pr ies kYrIAr dI kwrguzwrI ‘qy Pyr vI 18 mhIny q`k nzr r`KI jwvygI[ jy mYN XU AYs fI E tI nMbr leI rijstr hoxw hovy jW myrw syPtI AYNtrYNts Awift hox vwLw hY qW ies leI ik`QoN mdd leI jw skdI hY? jy qusIN XU AYs fI E tI nMbr leI rijstr hoxw hY jW quhwfw syPtI AYNtrYNts Awift hox vwlw hY qW qusIN tol PRI nMbr 1-800-965-9839 ‘qy Pon kr skdy ho[
NOW HIRING HIRING DRIVERS Minimum 2 years of Class A experience required
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* Quick Pay * Fuel advance available * Specialized in AZ, CA, OR, WA * Asset based company running latest CARB compliant equipment Address: 2749 E Malaga Avenue, Fresno, CA Contact: Lakhbir S. Gill Tel: 559.456.4455 Fax: 559.456.4454 Email: email@example.com
Understanding Torsional Vibrations
Owner - COASTLINE TRANSMISSION
A Powertrain Specialist with more than 35 years of experience
Understanding Torsional Vibrations… The basic function of the clutch on modern heavy-duty diesel engines is to stop torsional vibrations from reaching the transmission and other drivetrain components. In fact 90% of the clutches work cycle is dampening vibrations from the engine to the driveline. This is accomplished with spring dampers in the clutch disc. These coil springs compress with the application of torque and transmit force to the spring covers which are attached to the disc hub, thus transferring vibration free torque to the transmission input shaft. There are three basic categories of torsional rates for clutch dampers: rigid, standard and soft damper. Rigid Dampers have no springs and act as a direct link from the engine to the transmission providing no protection against torsional vibration. Rigid clutch discs are never used in new OEM applications. Standard Dampers include all 10-spring and most 8-spring types. The springs used in these dampers are approximately 1.5” long and do not offer a large amount of protection. While these dampers were completely adequate for most heavy-duty applications several years ago, they are generally incapable of reducing the engine flywheel vibrations developed with modern slow speed electronically fueled engines. The use of standard dampers in heavy duty applications has virtually ceased in modern OEM applications. The trend is to use more capable soft-rate dampers. Soft-Rate Dampers such as those found on Eaton’s new 7-spring Advantage Series® heavy-duty clutches, offer much 48
better protection against engine flywheel induced torsional vibrations. Their springs are generally longer than springs used in standard rate dampers and offer more deflection before coil lock occurs. This larger spring deflection is equated to lower torsional spring rate. With lower torsional rate, the resonant frequency of the complete drivetrain is lowered. Advantage Series® clutches offer the performance, reliability and protection you need to stay productive and profitable. These new industry leading clutches offer advanced features like a new bearing housing design, longer lube intervals, a protected internal adjustment mechanism with a full-round contamination baffle and square adjusting ring threads that reduce the risk of sticking and seizure. Advantage clutches also come with a 2 year warranty backed by the Roadranger® support network. Conclusion - Older style 10-spring clutches are not capable of dampening the damaging torsional vibrations on modern electronic engines. When peak engine torque exceeds the damper capacity, the driveline will be abused. This abuse will cause faster wear and potentially damage your transmission, driveline and differentials. Since damper capacity is a product of the springs, changing the number and type of springs changes the stiffness of the entire system. Maximum drivetrain component life can be achieved by using a clutch that was designed and engineered for your engine. When you need to replace your clutch, phone Coastline Transmission and Differentials at 604-533-4651 and ask us for a quote to install a new Advantage Series genuine Eaton 7-spring clutch. September / october 2014
(562) 699-9777 www.LAITM.com
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2370 Peck Road, City of Industry, CA 90601 SEPTEMBER / oCToBER 2014
Forest Fire Season
Forest Fire Season Forest fire season is upon us. As I write this the wild fires in British Columbia are
burning areas about the same size as many countries in the world and the smoke from these fires is contaminating breathing air right across Canada. While other provinces have yet to have too many critical fires burning, there certainly will be huge tracts of land the will succumb to fire over the next few months. These fires are a natural occurrence that leads to a regeneration of plant and animal life in the affected area and while we see the fires as a disaster, especially when people’s homes and businesses are destroyed. But in reality, the fires are just nature reclaiming it’s rightful place. While we as a society fight these fires and justly so, to protect our investments, there is always a huge amount of smoke and ash that can also have devastating results in far flung places from the fire source.
So, why is this even relevant for trucking and truckers? Many of the routes, in Canada, on which we must travel and spend hours, even days, constantly breathing the smoke and ash from these fires is critical to our health. Many of us will have to subject ourselves to the results of these huge fires and for many of us breathing problems, even death, could 50
be a result. By constantly breathing the smoke and ash, especially in the most polluted areas, our carbon monoxide levels increase. We can get to the point where we become overly tired and simply go to sleep and not wake up and they find us after the fire and bury us. We need to be able to protect ourselves from the effects of the smoke inhalation. When you find yourself in such a situation, as they will arise faster than you can imagine, stop and get a towel; soak the towel in water to the point where the towel isn’t dripping but is very wet. Wrap this wet towel around your face from just below your eyes and wrapped well around your neck. Breathe through the towel. It will help remove the ash from the air and take much of the smell of smoke away. It will ease the awful taste in your mouth and down your throat. The get yourself through and out of the smoke affected area as quickly and safely as you can. Once out of the smoke, depending on your ability to breathe and recover, take a few hours to breathe clean air and rest. This should clear your lungs and you should be able to continue. Do not accept another load that is going to put you back into a smoke and ash affected area until you are certain your lungs can handle to situation. If you have any breathing difficulties as part of your everyday life, such as
G. Ray Gompf asthma, then you may actually have to seek medical care before continuing anywhere and possibly for a prolonged period of time. In my driving history, I have suffered through two major forest fires. Back a few decades ago, there was a forest fire that went through Northern Ontario and burned thousands of hectares of bush on Highway 17 from Raith to Kenora. While the fire was dangerous, it was the smoke that did the most destruction. I made it safely into Winnipeg through the fire on one day and then had to make the return trip back east the next. Being young and foolish, I assumed I’d have no problem. If I could make it through once, I could make it through again. Not so. The second day of breathing constantly, the smoke and ash from this fire almost killed me. I had to seek medical attention on the return trip and was hospitalized in Thunder Bay for two days basically on oxygen to help me recover. My carbon monoxide levels were at such a level, they wondered why I was alive. The second one was in Virginia and West Virginia. I was on a trip from Burlington, North Carolina to Edmonton, Alberta. I was aware there was a problem in Virginia and West Virginia before I left, but this was one of those hot loads that just had to be there as quickly as I could get it there, no excuses. So, I was prepared but still shocked September / october 2014
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AwpxI fRweIvrI dy smyN ‘c mYnUM do mu`K jMglI A`gW smyN qklIP J`lxI peI hY[ ku`J dhwky pihlW mYN au`qrI auntwrIE rwhIN jw irhw sI ik hweIvyA 17 ‘qy rYQ qoN knorw q`k hzwrW eykV ‘c A`g l`gI hoeI sI[ Kqrnwk qW A`g vI bhuq sI pr DUMeyN nwl bhuq nukswn ho irhw sI[ mYN su`KI sWdIN ie`k idn ‘c ivnIpY`g q`k phuMc igAw[ Pyr mYnUM pUrb v`l vwpsI dw gyVw SurU krnw ipAw[ mYN jvwn sI Aqy nwL hI mUrK vI[ mYN ikhw mYnUM A`g jW DUMeyN dw
Valley National Express
pr ies dw tr`kW Aqy tr`kW vwilAW nwl kI sbMD hY? knyfw dIAW auh bhuq swrIAW QwvW ijnHW dIAW sVkW qoN GMitAW b`DI swnMU lMGxw pYNdw hY, ‘qy swnUM ies qrHW dy DUMeyN Aqy auf rhI suAwh ‘c swh lYxw pYNdw hY[mjbUrn ies qrHW dy hwlwq dw swhmxw krn nwL keIAW nMU swh dIAW ibmwrIAW ho skdIAW hn Aqy keIAW hwlqW ‘c ies qrHW nwL l`gIAW ibmwrIAW mOq dw kwrn vI bx skdIAW hn[ suAwh Aqy DUMeyN ‘c lgwqwr swh lYx nwL ies qrHW dy gMdy vwqwvrx ‘c kwrbn monoAwksweIf dw lYvl vD jWdw hY[swfw hwl ieh hoo jWdw hY ik AsIN bhuq Q`k jWdy hW Aqy nINd AwauNdI hox kwrn AsIN sON jWdy hW[keI vwr AsIN su`qy hoey A`g dI lpyt ‘c vI Aw skdy hW[ swnMU ies qrHW dy hwlwq qoN bcxw cwhIdw hY Aqy swvDwnI r`KxI cwhIdI hY ik swfy swh nwL vI DUMAW swfy AMdr nw jwvy[ ies qrHW dy hwlwq quhwfy socx nwloN vI izAwdw CyqI vwpr skdy hn[ ies qrW dy smyN ruk jwE, qOlIey nUM pwxI ‘c iBauN lE[ ies ig`ly kIqy hoey qOlIey nwl Awpxy ichry nUM Fk lE[isrP AwpxIAw A`KW hI nMgIAW r`Ko Aqy ies nUUM AwpxI grdn duAwly vI vlyt lE[ies qOLIey iv`cIN hI swh lE[ies dw Asr ieh hovygw ik ie`k qW quhwfy AMdr DUMAW nhIN jwvygw Aqy dUjw auf rhI suAwh vI AMdr nhIN jw skdI[ quhwfy mUMh dw suAwd vI TIk rhygw Aqy gLw vI Krwb hox qoN bicAw rhygw[ieh vI Xqn kro ik ies qrHW dy ielwky ‘coN ijMnI CyqI ho sky bwhr inklo[ SEPTEMBER / oCToBER 2014
& Back Looking for CACA toto Midwest Texas & Back
Call Neetu Badyal Office # 559-274-0084 Cell # 559-352-0489
6916 N Golden State Blvd, Fresno CA 93722 51
Owner Ow O wner Opera Operators pera rat ra ato tors r & Company yD Drivers riv ve errs s
Owner Operators For More Info call:
Roger Singh or Harjit Tut
Company Drivers £ Commercial truck drivers with at
least 2 years driving and reefer experience £ Loads from California going to the
11 Western States £ Earn up to $0.42 per mile
We won't make drivers to run over legal hours!
Or email to firstname.lastname@example.org
Please call us for your next load.
1201, N.54Th Avenue, Suite 122 Phoenix, AZ 85043 Fax: 602.278.2625 52 A TUT Brothers Company
SEPTEMBER / oCToBER 2014 144 W.Lake Ave Watsonville, CA 95076
oday, we are living and working in a very fast paced and competitive world. Work environments are continually evolving to encourage and reward employees who bring the competitive edge. Qualification or Expertise is becoming the deciding factor in employee’s growth within the companies or within the industries. Employees need to always enhance their knowledge and skills in order to keep themselves on the right track. ‘Knowledge is power’ is becoming the reality for survival. Education is the main source to obtain this ‘knowledge’. This article’s purpose is to highlight the importance of education in the trucking industry. Trucking is one the fastest growing industries in North America. With growth, there are always challenges. One of the biggest challenges in this industry is finding a qualified work force. The work force needs to be educated in all aspects of operations in a trucking business. The main areas of education in trucking are: • Commercial Driving • Hours of Service (Log Books) • Load Securement • Vehicle Safety and Compliance • Drug and Alcohol • Dangerous Goods/Hazmat • Border Crossing September / october 2014
Education in Trucking
Dara Nagra MBA PMP®
Commercial Driving: This industry is facing a shortage of qualified drivers. To get a commercial driver’s license, in most cases professional driver training is required. Professional driver training can help in: • learning how to operate a commercial vehicle safely • practicing parking, driving in traffic and other maneuvers in a controlled, low-risk way, and • preparing for pre-trip inspection and road tests The pre-trip inspection lets the drivers demonstrate that they know how, when and why a pre-trip inspection needs to be done. In the road test the drivers need to demonstrate skills such as • starting and stopping • shifting gears • turning, steering, backing up and parking • merging with highway traffic and exiting from highways • driving in traffic, and • coupling and uncoupling a tractor unit from a trailer. Hours of Service (Log Books): Along with a commercial driver license, the drivers need to be properly educated about hours of service rules in Canada and the US. Log Books are a mandatory source of documentation used by regulatory agencies to evaluate whether drivers are in compliance with hours of service legislation. The main purpose of hours of service regula 53
Education in Trucking tion is to keep tired drivers off the road. With proper coaching and instruction, drivers quickly find that consistently updating their logs each and every time the truck stops or their duty status changes takes only a few minutes a day to keep their log books current. Waiting a day or two before bringing log books up-to-date can be a long, frustrating chore. Load Securement: All trucking companies need to ensure that they are in full compliance with the NORTH AMERICAN CARGO SECUREMENT STANDARD as established by the Canadian Council of Motor Transport Administrators (CCMTA) and the Commercial Vehicle Safety Alliance (CVSA). Every year hundreds of carriers lose freight, experience rollovers or are fined as a result of inadequate or non-complying load securement. Every trucking company needs to train their drivers on: • The Importance of Proper Securement • General Cargo Securement Requirements • Guiding Principle of Public Safety • How Cargo Must Be Contained, Immobilized Or Secured • Consequences of Improperly Secured Loads • Elements of A Securement System • Requirements For Containing, Immobilizing, And Securing Cargo • Working Load Limits & Default Working Load Limits For Unmarked Tie-Downs • Identifying Working Load Limits of An Unmarked Securing Device • Calculating Aggregate Working Load Limits For Tie-Downs Attached To The Cargo • How To Inspect Securement Systems • Determining If Cargo Is Secured Properly • Securement Requirements For Heavy Vehicles, Equipment And Machinery • Principles For Securing Heavy Vehicles, Equipment And Machinery
tr`ikMg Kyqr iv`c is`iKAw 1. A`j AsIN qyz Aqy mukwbly vwly dOr iv`coN lMG rhy hW[ kwrj Kyqr lgwqwr vDIAw kwrguzwrI vwly kwimAW ƒ auqswihq kr rhy hn[ kMpnI iv`c jW audXog iv`c igAwn Aqy muhwrq krmcwrI dI aun`qI dw PYslwkun AMg bx gey hn[ ik`qy iv`c bxy rihx leI kwimAW ƒ Awpxw igAwn Aqy Xogqw lgwqwr vDwaux dI loV hY[ik`qy iv`c bxy rihx leI “igAwn hI SkqI” hY ie`k s`cweI bx geI hY[ igAwn dw mu`K somW iv`idAW hY[ ies lyK dw mu`K mnorQ vI tr`k ieMfstrI iv`c is`iKAw dI mhwnqw ƒ auzwgr krnw hY[ au~qrI AmrIkw iv`c tr`ikMg ieMfstrI qyzI nwl v`D rhI hY qy vwDw hmySw cxOqIAW BrpUr huMdw hY[ A`j ies ieMfstrI dI s`B qoN v`fI cxOqI pVHy ilKy kwmy l`Bxw hY[ t`rikMg is`iKAw dy mu`K Kyqr hyT ilKy pRkwr hn: 1) kmrSIAl frweIvr: kmrSIAl frweIivMg lsMs lYx leI pRoPYSnl frweIivMg tRyinMg dI loV huMdI hY[ ieh isKwauNdI hY ik kmrSIAl vhIkl nUM syP FMg nwl ikvy clwauxW hY? pwrikMg ikvyN krnI hY? BIV iv`c moVW qy ikvyN kMtrol krnw hY? prI-tir`p ieMspYkSn jW roV tir`p dI iqAwrI ikvyN krnI hY aqy iesdI kdoN aqy ikEN loV huMdI hY? rof tYst iv`c vhIkl stwrt krnw, rokxw, igAr bdlxy, moV k`txy, stIAirMg vrqxw, bYk krnw, pwrk krnw, hweIvy qy pYxw jW 54
bwhr inklxW, BIV iv`c clwauxw, trylr joVnw jW Al`g krnw Awid siklz dw igAwn id`qw jWdw hY[ 2. kMm dy GMty (lwg buks): knyfw Aqy AmrIkw iv`c kMm dy GMitAW Aqy inXmW bwry vI kmrSIAl frweIvr ƒ pUrI jwxkwrI hoxI cwhIdI hY[ ieh jwnx leI ik kI frweIvr kMMm dy GMitAW bwry inXmW dI TIk TIk pwlxW kr rhy hn, lwg bu`k ie`k zrUrI Aqy mh`qvpUrn swDn hY[ GMitAW dy inXmW dw mu`K mksd Q`ky frweIvrW ƒ Arwm dyxw huMdw hY[ jdoN vI ikqy tr`k rukdw hY jW ifautI bdldI hY qW ausy smyN lwg bu`k pUrI krnI cwhIdI hY-kyvl cMd imMt hI lgdy hn, lwg bu`k Brn leI ie`k do idn dw ieMqzwr PrstRySn lY ky AwauNdw hY 3. sur`iKAq lof: swrIAW kMpnIAW leI jrUrI hY ik auh CCMTA duAwrw inrDwrq “ nwrQ AmYirkn kwrgo sikaurmYNt stYNfrf” dI ieMn ibMn pwlxw krn[ hr swl sYkVy kYrIArz Bwr dI sur`iKAw bwry inXmW dI pwlxw nW krn krky jurmwny Brdy hn jW lof imlx qoN vWJy rih jWdy hn[hr tr`ikMg kMpnI nUM Awpxy frweIvr tRyNf krny cwhIdy hn ik syP lof ikEN jrUrI hY? ieMj krn leI mu`K loVW kI hn? lof nUM ikvyN Brnw hY, ikvyN sur`iKAq krnw Aqy siQr krnw hY, ies vwsqy kI kI cwhIdw hY? pbilk syPtI dy kI AsUl hn? Asur`iKAq lof dy kI is`ty inkl skdy hn? Ku`ly jW bMny lof dIAW kI sImwvW hn? bMnH ikMnw Bwr sgwr skdy hn? ikvyN prKxw hY ik Bwr sur`iKAq ho igAw? Bwry vhIkl, smwn jW mSInrI ƒ Fox leI kI kI cwhIdw hY Aqy ies qrHW dy Bwr ƒ sur`iKAq krn dy FMg qrIky kI hn? 4. vhIkl dI sur`iKAw: krYSz Aqy aus nwl sbMDq KricAW qoN bcx leI kMpnI vhIkl dI shI cox, ausdI TIk dyK Bwl Aqy smyN smyN isr ieMspYkSn bhuq zrUrI hY[ hr kMpnI ƒ cwhIdw hY ik iksy ie`k kMm leI cuixAw hoieAw vhIkl ausdI loV Anuswr hovy Aqy aus kMMm leI qy Awly duAwly leI sur`iKAq hovy[ vhIkl dI sur`iKAw nIqI iv`c prI tir`p/ is&t ieMspYkSn Swml hovy[ mYnUPYkcrr dIAW hdwieqW Anuswr mweIlyj pUrI hox qy rYgUlr mYNtInyNs kIqI jwvy[ swl iv`c G`to-G`t ie`k vwr mkYink ausdI fMuGweI iv`c prK kry[ mYYNtInYNs iqMn qrHW dI ho skdI hY: a) prIvYNitv mYNtInYNs: (PM) ieh s`B qoN v`D Krcw bcwauNdI hY Aqy iesdI vrqoN mYnyjmYNt Anuswr huMdI hY[ Awiel/iPltr bdlxW, lubrIkySn, ih`sy purzy Aqy bYl`tW k`sxIAW, brykW prKxIAW, ieMjx itauUn-A`p krnw, ryfIeytr mYNtInYNs Awid iesdy AMg hn[ A) fImWf mYNtInYNs: Bwv loV Anuswr murMmq[ vhIkl dy kuJ purjy audoN bdly jWdy hn jdoN, kMm krnw bMd kr dyxw ijvyN roSnI vwly blb, ivMfo glwsz, hvw dIAW nwlIAW, vwieirMg Awid[ kuJ ƒ Gs jwx qy bdilAW jWdw hY ijvyN buS, bYtrIAW, joVH, twier Awid[ e) krweIss mYNtInYNs:- ieh auh murMmq hY ijsdI loV vhIkl dy sVHk qy Krwb ho jwx vyly pYNdI hY[ BwvyN ieh siQqI PM dy bwvjUd auqpn ho skdI hY pr huMdI KrcIlI hY[ krweIss mYNtInYNs ƒ cMgI Aqy TIk PM rwhIN Aqy vhIkl dy TIk irkwrf r`Kx nwl GtwieAw jw skdw hY[ frweIvrW mkYnkW Aqy slwhkwrW ƒ vhIkl murMmq dw swrw irkwrf r`Kxw cwhIdw hY[ 5. fr`g Aqy Srwb: ifaUtI smyN fr`g Aqy Srwb dI vrqoN bwry inqI bnwauxI Aqy lwgU krnI tr`ikMg kMpnIAW dy izmyvwrI hY[ kMpnI pRogrwm iv`c aus dIAW nIqIAW, is`iKAW qy tRyinMg, fr`g jW Srwb tYst krn bwry Aqy loV pYx qy ielwz krvwaux bwry ivsqwr nwl vrnx hoxw cwhIdw hY[ fr`g Aqy Srwb bwry hyT pRkwr dy tYst ho skdy hn: a) ruzgwr dyx qoN pihlW: sur`iKAW jW sMvydnSIl ifauUtI dyx vwly kwmy qy BrqI krn qoN pihlW dw tYst[ A) durGtnw auprMq: durGtnw ho jwx auprMq kIqw igAw tYst ijs iv`c frweIvr dy nwl nwl vhIkl ƒ hoey nukswn jW mOky qoN September / october 2014
Education in Trucking iljw ky qurMq id`qI fwktrI shwieqw, jW koeI jwnI nukswn ho igAw hovy Awid dw vrnx huMdw hY[ e) S`k dy ADwr qy: jdoN tRyNf suprvweIzr jW kMpnI dw AiDkwrI frweIvr dy ivvhwr jW Skl qoN mihsUs krdw hY ik aus ny fr`g jW Srwb dI durvrqoN kIqI hoeI hY[ s) A`cncyq: sur`iKAW jW sMvydnSIl ifaUtI krn qoN pihlW, ivckwr jW bwAd iv`c kIqw hoieAw A`cncyq tYst[ kwmy ƒ A`cncyq tYst leI do GMty qoN v`D dw smW nhIN dyxw cwhIdw[ h) ifaUtI qy prqx smyN Aqy pYrvI: audoN kIqw jWdw hY jd koeI frweIvr ifaUtI qy hwzr huMdw hY Aqy aus ny pihlW fr`g Aqy Srwb bwry inXm qoVy huMdy hn[ Pwlo A`p tYstW bwry ausƒ AgwauUN sUicq nhIN kIqw jWdw Aqy pihly bwrW mhIny iv`c G`t G`t Cy tYst zrUr krny cwhIdy hn[ 6. Kqrnwk vsqUAW: knyfIAn kƒnW Anuswr ijhVw vI ivAkqI Kqrnwk vsqUAW hYNfl krdw hY, Fox vwsqy idMdw, Awp FoNdw hY, jW mMgvwauNdw hY auh Ajyhy kMm dIAW izmyvwrIAW qoN jwxU hoxw cwhIdw hY Aqy aus kol auicq tRyinMg srtIiPkyt hoxw jrUrI hY[ ausny tRyinMg iv`c: - Kqrnwk vsqUAW dIAW 9 SRyxIAW Aqy sbMDq KqirAW dw igAwn pRwpq kIqw hovy; - auhnW dIAW SRyxIAW, iSipMg nW, UN nMbr Aqy pYikMg grUp jwxdw hovy; - iSipMg fwkmYNts Aqy loVINdI jwxkwrI smJdw hovy; - ryl imly Bwr iv`coN Kqrnwk vsqUAW v`K krn Aqy auhnW ƒ TIk FMg nwl sMBwlxw jwxdw hovy; - Kqrnwk vsqUAW ƒ hYNfl krn jW Fox leI s`B qrHW dy swzo smwn dI TIk vrqoN krnI jwxdw hovy[ 7. bwrfr krwisMg: jdoN dw knyfw Aqy AmrIkw ny PrI tryf smJwauqw kIqw hY,
September / october 2014
bwrfr krwisMg ƒ qyz Aqy rukwvt rihq bnwaux leI keI pRogrwm lwgU kIqy gey hn[ frweIvrW ƒ v`K v`K bwrfr krwisMg pRogrwmW Aqy FMg qrIikAW bwry is`iKAW dyxI cwhIdI hY[ kuJ pRogrwm hyT pRkwr hn: a) Awtomytf kmrSIAl ienvwiermYNt (ACE) ies iv`c kMpnIAW ny eIlYktrwnIklI frweIvr dy phuMcx qoN G`to-G`t do GMty pihlW CBP ƒ trk, trylr, iSpr, iSpmYNt Aqy frweIvr Awid bwry sUcnw dyxI huMdI hY[ A) AYfvWs krIAr ieMnPrmySn (ACI) ies rwhIN CBSA tr`k dy knyfw iSpmYNt ilAwaux qoN pihlW eIlYktrwnIklI sUcnw ie`kqr krygI[ ies nwl pihlI nvMbr qoN ies qy Aml krnw kMplsrI ho jwvygw[ e) kstmz tryf pwrtnriSp AgyNst tYryirzm (CTPAT) ieh CBP nwl sÍY-ie`Cq ih`sydwrI hY ijsdw mnorQ sur`iKAW iv`c suDwr Aqy US ƒ A`qvwd dy sMBwvI KqirAW qoN bcwaux leI izMmyvwrI SyAr krnw hY[ s) pwrtnrz ien protYkSn (PIP) knyfIAn bwrfr ƒ hor Sy& krn leI CBSA nwl sÍY-ie`Cq BweIvwlI hY[ h) kYrIAr bONfz trWsportySn kMpnIAW ies progrwm rwhIN bONff kYrIArz bx skdIAW hn jy kr auh CBP jW CBSA nwl bONf Br ky koeI iSpmYNt mMgvwauNidAW hn[ iPr ienHW iSpmYNts ƒ bwrfr qy kstm klIArYNs dI loV nhIN hovygI[ bhuq swry nwn-trWsport AdwirAW ny pVHI ilKI Aqy tRyNf vrk Pors dy lwB pRwpq krny SurU kr id`qy hn[ ieho kwrx hY ik auh is`iKAW Aqy tRyinMg ƒ Awpxy ienmYitvz Aqy irvwrf pRogrwmW iv`c Swml kr rhy hn[ trWstport kMpnIAW ƒ vI eysy qrHW krnw cwhIdw hY[ ieMj auh Awpxy DMdy ƒ vDyry PYlwA Aqy vDyry sur`iKAq kr skdy hn, Awpxy kwimAW ƒ sQweI bxw skdy hn Aqy kMpnI dw lwB vDw skdy hY[
Daimler Future Truck 2025
Daimler demonstrates its DriVerleSS
Itruck n the ‘70s classic movie, “Duel,” a seemingly driverless tanker terrorizes an innocent salesperson driving to his next call along a remote stretch of highway. Could a driverless big rig – minus the stalkerish behavior – be part of our future?
Daimler Trucks thinks so. In fact, it’s betting big on it and showed its ante with the introduction of its Future Truck 2025 in germany. Using the truckmaker’s highway Pilot system, the prototype semitruck is capable of driving itself while hauling a full load at speeds exceeding 50 mph, according to the company. “The truck of the future is a Mercedes-Benz that drives itself.” Dr. Wolfgang Bernhard, the member of Daimler’s Board of Management responsible for Daimler Trucks and Buses, at the debut of the truck earlier today. Much of the focus on driverless vehicles spotlighted smaller, passenger cars. however, there is nothing to suggest similar technologies couldn’t be applied to commercial trucks. “Autonomous driving will revolutionize road freight transport and create major benefits for everyone involved. With the Future Truck 2025, Daimler Trucks is once again highlighting its pioneering role in innovative technologies and opening up a new era in truck transport. We aim to be the number one manufacturer in this market of the future, which we believe will offer solid revenue and earnings potential.” Dr. Wolfgang Bernhard suggested that autonomous trucks will change the role of drivers in the future and eliminate the shortage of drivers in Europe. There are plenty of potential benefits to be gleaned from a driverless semi-truck. Truck makers and suppliers have been developing new safety systems aimed at helping drivers be safer and offset issues, such as drowsy driving, that impact road safety. For example, the Lytx DriveCam system could reduce the number of fatal bus and truck crashes by at least 20%, saving more than 800 lives a year, by allowing companies to retrain drivers to avoid risky behaviors while behind the wheel. In fact, Bernhard noted that an autonomous vehicle could allow truckers to take on new roles while still in the cab of a truck. “It will not only free them from having to perform monotonous 56
tasks; it will also give them more time for tasks that were previously handled by office workers at shipping companies,” he said. “In other words, it will be possible for truckers to advance to new positions as transport managers, making truck driving a more attractive profession. Autonomous driving could thus help to resolve the shortage of truck drivers.” google and several other U.S. manufacturers are in various levels of testing autonomous vehicles. Some expect these vehicles to be on U.S. roads within the next five to seven years and state and local governments are in the process of establishing the “rules of the road” for these vehicles. however, the Future Truck represents a new movement in the segment. Right now, Mercedes seems to be focusing its energy on developing the truck for use in European Union countries. In fact, the truck has already taken an initial trip on a highway near Magdeburg, germany. The purpose of the introduction today was “establish an ongoing dialogue with all stakeholders about the conditions for transport in the future, in which self-driving trucks will play a major role,” the company said. Bernhard suggested that legislative issues regarding the use of autonomous trucks need to be at the forefront of trade and commerce discussions because the technology is developing so quickly. Also “developing” is the growth of truck traffic in the EU. A recent study conducted by ProgTrans Ag predicts that freight transport volumes in the EU will increase by approximately 20% by 2025 with trucks accounting for about 75% of all freight transported by road in the EU. The volume of road transport in germany alone will increase from 3.7 billion tons today to nearly 5.5 billion tons by 2050, according to the country’s Ministry of Transport and Digital Infrastructure.
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SEPTEMBER / oCToBER 2014
SEPTEMBER / oCToBER 2014
fymlr iPaUcr tr`k 2025
fymlr iPaUcr tr`k 2025 fymlr v`lNo ibnw fRweIvr tr`k dI pRdrSnI g`l 70 ivAW dI hY jdoN ie`k mUvI AweI sI ifaUl Aqy ies ‘c ie`k tYNkr tr`k ibnw iksy frweIvr qoN c`l irhw sI [ hor qW hor ijs qrHW ieh bhuq vDIAw c`l irhw sI ie`k sylzprsn bhuq hYrwn sI ik ieh iks qrHW ho skdw hY[ auh socdw sI ik kI ies qrHW nyV Biv`K ‘c hoxw sMBv ho skygw jdoN ik ibnw iksy Kqry qoN ies qrHW koeI v`fy tr`k c`l skxgy[ pr fymlr tr`k kMpnI dI soc hY ik ies qrHW ho skdw hY[ soc hI nhIN ies qrHW dw kMm ies kMpnI v`loN ipCly idnIN jrmnI ‘c kr ivKwieAw Aqy Awpxy iPaUcr tr`k 2025 dI pCwx krweI[ kMpnI Anuswr aunHW dw ieh prototweIp sYmI tr`k ‘c ieMnI smr`Qw hY ik ieh pUrw Bwr l`d ky ibnw frweIvr qoN hweIvyA ‘qy vDIAw FMg nwL 50 mIl pRqI GMtw dI spIf qoN vI v`D ‘qy jw skdw hY[ ies mOky ‘qy fymlr borf dy pRbMDkI mYNbr fw: volPgYNg brnwrf jo ik fymlr tr`k Aqy b`sW dI dyK ryK krdw hY ny ikhw ik ieh mrsIfz bYNz dw ieh tr`k Awpxy Awp c`ldw hY[ ibnw frweIvr qoN c`lx vwLy ijnHW vhIklW v`l vDyry iDAwn id`qw jw irhw hY aunHW ‘c CotIAW pYsMjr kwrW Swml hn[pr ies g`l qoN byiDAwnw nhIN hoieAw jw skdw ik ies qrHW dI qknIk kmRSl tr`kW ‘c nhIN ApxweI jw skdI[
ALWAYS HIRING GOOD DRIVERS & OWNER OPERATORS Ally Carriers Inc. is located in Fresno, CA. We specialize in Refrigerated Transportation. We have regular freight to Florida, Georgia, Texas, Ohio, Indianapolis, Illinois and more… Our fleet of trucks and trailers is expanding all the time. Currently, we have a fleet of 50 company owned trucks and owner operators to serve all your Logistic needs. We are always beside our customer. We pride ourselves on complete customer satisfaction.
Call us for your Transportation needs.
• Steady Year Round Work • Direct Deposit /Quick Pay • Fuel Cards Provided • We also Rent Trailers • Around the clock, 24/7 Dispatch • Latest Equipment • Advanced technology to efficiently manage your freight
638 W. Olive Ave Fresno, CA 93720 Ph: (559) 441-0294 Fax: (866) 927-7932 www.allycarriers.com
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Why You Should Buy Your Next Used Truck at Arrow... On-site Financing 90 Day / 25,000 mile Engine, Transmission and Rear-end Warranty* Dyno Test on every Truck Oil Change and DOT Sticker 24/7 Road Side Assistance available*
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*Call for details
Branch Manager: Dildeep Singh Johal Sales Associate: Preet Kaur Sales Associate: Tajinder Singh Sandhu Sales Associate: Avtar Singh Sandhu bRWc mYnyjr: idldIp isMG johl sylz AYsosIeyt: pRIq kOr sylz AYsosIeyt: qijMdr isMG sMDU sylz AYsosIeyt: Avqwr isMG sMDU
10830 S. Harlan Rd, French Camp, CA
SEPTEMBER / oCToBER 2014
14% of Trucks Sold by 2035 Will Run On Alternative Fuel
Why There’s a Driver Shortage?
CHICAGO, IL—The number of trucks in use around the world will double between 2014 and 2035, according to Navigant Research, a provider of global clean technology analysis. Not only will there be more trucks on the road, but the worldwide sales of alternative fuel vehicles will climb to 14 percent of trucks by 2035, Navigant predicted in its newest report. “Low fuel costs and advances in infrastructure for both liquefied natural gas and fast-fill compressed natural gas make the fuel competitive in all market segments, including heavy duty longhaul trucking,” said Scott Shepard, Navigant research analyst. “Attractive business cases for medium and heavy duty alternative fuel vehicles are emerging across varying segments of the market.” Medium and heavy-duty vehicles currently represent less than five percent of the total vehicle market, but that’s changing as less expensive alternatives to petroleum-based fuels, such as natural gas, liquefied petroleum gas and electricity make inroads in the market. “Natural gas has a significant advantage over most alternative fuels,” Shepard said. Still, diesel will remain the primary fuel choice for trucks, the report claims, but the percentage of trucks powered by diesel is expected to fall from more than 79 percent in 2014 to 76 percent in 2035.
Again, HR professionals are trying to figure out why there’s a driver shortage, the extent of the shortage, and what they can do to improve the situation for their carrier. It’s not rocket science people. When drivers are paid the same today as they were three decades ago, there is a problem. In those three decades, the fuel prices have risen by at least 600%; Insurance premiums have risen similarly but drivers wages have remained virtually stagnant. The other insult to the driver is that those with thirty years of experience, earn the same as that raw recruit fresh out of truck driving school. There is no career path, no advancement. It used to be that an experienced hand could earn significantly more because he had figured out how to make the rules work for him instead of against him. now, the way the rules are, there is no such thing as making the system work for you, you work for the system, therefore, your ability to earn is marginalized. With fewer and fewer souls coming into the industry, the choices for drivers is more and more restricted. Unless and until there is a methodology to bring in fresh blood into the industry, then all recruiters can hope to attract are the churners. Immigration is bringing in fresh blood but little else is on the horizon. What would help domestic fulfillment of driving positions would be for truck driving to become a skilled trade with attendant skills training at basic and advanced levels and pay and perks to be associated with skill levels attained and longevity within the industry, not within a carriers employment.
We also Rent Trailers AsIN tRylr rYNt krdy hW
Specializing in Mid-Western & South-Eastern states
SEPTEMBER / oCToBER 2014
Class Preliminary 8 Net Orders Strong in a Historically Weak Month COlUMBUS, In – Demand for commercial vehicles remained at healthy levels in July as 45,400 total nA Classes 5-8 orders were booked. In the ten months since the start of stronger orders last October, nA Classes 5-8 net orders have been booked at an average of 45,200 units per month. Annualized, that represents a total Classes 5-8 order volume of 542,400 units. “In July, historically the weakest month for order volumes, nA Class 8 net orders again rose above expectations to a sixmonth high 29,900 units,” said Kenny Vieth, ACT’s President and Senior Analyst. “That volume marked an improvement of 12% from June and 70% compared to year-ago July,” said Vieth. “In addition to a continuation of the ongoing strong order trend, some of the non-seasonal strength in July might be related to the rapidly dwindling supply of available build slots in 2014.” Concerning medium duty net orders, Vieth said, “July’s preliminary 15,500 nA Classes 5-7 net orders fell almost perfectly between the May and June volumes. The preliminary result is also middle of the road in terms of comparisons: up 3% m/m, but down 4% compared to year ago levels, making a third consecutive below year-ago reading. Part of the recent occurrence of modest negative y/y comparisons can be chalked up to tough comps: the MD market began to strengthen appreciably starting in April of last year.”
Vehicle-to-vehicle (V2V) communications technology The national highway Traffic Safety Administration says it will study vehicle-tovehicle (V2V) communications technology. According to trade media reports, the nhTSA issued an advanced notice of proSEPTEMBER / oCToBER 2014
posed rulemaking that could eventually lead to a mandate for certain V2V technologies in light vehicles.
them avoid crashes altogether,” said U.S. Transportation Secretary Anthony Foxx in a statement.
It is thought that V2V technology could be part of future systems aimed at improving passenger car and truck safety via telematics and on-board short-range communications between vehicles on the road.
nhTSA plans to work on a proposed rule on V2V communications for release sometime in 2016, the agency said.
nhTSA said V2V communications technologies that help motorists avoid accidents at intersections could save 1,083 lives per year and prevent up to 592,000 crashes. “This technology could move us from helping people survive crashes to helping
Developers are already experimenting and testing V2V technology in the trucking world. California based Peloton Technologies, for example, is developing a system that uses radar-based collision mitigation equipment and V2V communication technology to enable the close-in platooning of two tractor-trailers.
Your Logistics Company
TEAM Drivers & Owner Operators Yard to Yard work Available Asset Loads
based Transportation company, Established on January 12, 2002.
to all 48 states, Enough Miles. Fleet
model New Equipment.
consists of over 200 Tractors & 350 Dry Vans.
For Hiring, Call: Malini @ 909-350-1644 ext 321 Email: email@example.com
Cargo Group of Companies Contact: Baldev Kang | T: 909-350-1644 ext 330
14587 Valley Blvd. Fontana CA 92335 NJ office: 823 St Georges Ave, Woodbridge, NJ 07001 | Phone: 732-485-0225
Michigan office: 1064 Hackerman Dr, Temperance, MI 48182 | Phone: 734-847-0178
T680 Kenworth‘s most aerodynamic truck ever
TECHNOLOGY DRIVEN AND INDUSTRY-LEADING AERODYNAMICS.
Kenworth T680. Fusing precision-optimized aerodynamics with luxury, intelligent technology and quality. The Kenworth T680 could change the way you do business. The way you reward drivers. The way you save money on fuel you don’t put in the tank. And, moving forward, the way you measure your investment in heavy duty trucks.
• Let your journey begin.
21 locations throughout California, Arizona, New Mexico, British Columbia and the Yukon Carson CA 310-984-3430 • Fontana CA 909-823-9955 • Los Angeles CA 323-278-4100 • San Diego CA 619-328-1600 Phoenix AZ 602-258-7791 • Tucson AZ 520-888-0028 • Albuquerque NM 505-884-0300 • Farmington NM 505-327-0200
Canadian Branches Burnaby • Campbell River • Cranbrook • Fort St. John • Kamloops • Langley • Nanaimo Penticton • Prince George • Quesnel • Vernon • Whitehorse • Williams Lake 62
September / october 2014
2568 Port Street, West Sacramento CA 95691 Ph: 1-916-372-6200 I Fax: 1-916-372-6201
CALL TO FIND YOUR NEAREST DISTRIBUTOR FREE DELIVERY TO SURROUNDING AREAS CALL NOW FOR DISTRIBUTORSHIP OPPORTUNITIES PREMIUM QUALITY AT AN AFFORDABLE PRICE
6237 RANDOLPH ST COMMERCE CA. 90040 916-912-2894 OR 916-425-0047 2568 PORT ST. W. SACRAMENTO. CA.95691 916-372-6200
ALL TIRES ARE AVAILABLE AT PIRA TIRES PLUS:
September / october 2014
Your Northwestern Connection
Every Mile We Move, We Make It Count For IT
California CARB Compliance Carrier
We are hiring Owner Operators and Company Drivers. We oﬀer: · 2015 Freightliner Cascadia · Quality of life · Family Friendly environment · Steady miles
0.36 cent /mile for company drivers.
Tel: (530) 674-3100 1235 Oswald Rd, Yuba City, CA 95991 Fax: (530) 674-3611 firstname.lastname@example.org
SEPTEMBER / oCToBER 2014
Published on Sep 1, 2014