Desi Trucking - US Mar/Apr 2015

EVOLUTION IN

Trucking, technology

and other aspects.

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Oeste Americano de la demonstracion de camiones

Sept 26-27, 2015

Fresno Convention Center, Fresno CA

To deliver on time, every time I always trust Utility Trailer Sales and Carrier Suki Sanghera Owner - Try-US Transportation

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Stockton Area 2

1-800-624-9644 1-209-444-8800 12608 Harlan Road, Lathrop, CA

1-800-537-2600 1-559-237-2001 2680 S East Ave, Fresno, CA MARCH / APRIL 2015

www.utilitycc.com

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Roseburg 541-672-4056 Donald 503-678-2124

CONTENTS ADVERTISERS Accutrac Capital .................................................. 9 Airtab ................................................................. 32 Arrow Truck Sales ............................................. 55 Biz4Loans .......................................................... 44 BP Lab Services ................................................ 35 California Truck Centers ................................... 7 California Trucking Association ....................... 17 Cargo Group of Compaines ............................... 57 Central California Truck & Trailer Sales ....... 16, 39 Central Valley Truck Center ............................... 53 CET Inc .............................................................. 45 Coast Truck Centers ......................................... 42 Commercial Credit Group ............................... 36 CVTR Inc ........................................................ 45 Delta Truck Center ........................................... 47 Delta Truck Driving School ................................. 37 Diamond Transportation Logistics ................. 43 DJ Malhi ........................................................ 35 DPF Filters Inc .................................................. 21 Express Graphics ......................................... 35 Fresno Truck & Tire Service ............................. 37 Global Multi Services ...................................... 37 Golden Land Trans. Insurance ...................... 33 Golden State Truck Sales Inc ...................... 44 Guru Signs ...................................................... 49 Howes Lubricator ........................................... 13 Inland Kenworth ............................................ 59 ITM Equipment ................................................. 46 Jagdeep Singh Insurance Agency ............... 26 Kam-Way Transportation Inc ............................. 27 Kingpin Insurance ............................................. 40 Kroeger Equipment ........................................... 38 Lammiyan Vaatan ............................................. 43 Legend Transportation .................................... 60 Los Angeles Freightliner ............................... 31 Mike Tamana Freightlines ............................. 23 NSC Compliance ........................................... 25 Pape Kenworth ............................................... 3 Pira Tires Plus .................................................. 51 Punjabi Dhaba Indian Cuisine ......................... 35 Primelink Express Inc ..................................... 41 S&S Transport Refrigeration ........................ 36 Stone Truck Lines Inc ..................................... 41 TEC Stockton ................................................. 19 Thermo King Fresno ....................................... 38 Thermo King Northwest ................................... 56 Utility Trailer Parts ....................................... 40 Utility Trailer Sales ....................................... 2 Valley Freightliner Inc ..................................... 11 Van De Pol Petroleum ................................... 39 Volvo Trucks .................................................... 5 Wraich Transport LLC North American T. Stop ...42 Western Peterbilt .............................................. 15 4

08 14 18 20 24 28 48 50 52

Evolution in Trucking, Technology & Other Aspects tr`ikMg ‘c kRWqI, qknIk Aqy hor dUjy pihlU

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Habits are safer than rules; you don’t have to watch them.

And you don’t have to keep them either. They keep you Employee Compensation mulwzmW nUM muAwvzw

CMV involved in an Accident kmRSIAl motr vhIkl dw durGtnw ‘c Swml hoxw

Desi Trucking Magazine’s Top 10 Products for 2015 Understanding Tire Air Pressure eyAr pRYSr nUM smJo

Marketing Concepts for Trucking “In case of dissension, never dare to judge till you’ve heard the other side.”

17 Meritor introduces automatic tire inflation 23 Poll shows 76 percent oppose increases in truck size and weight 27 Shell shows off nitrite-free coolant at TMC 32 Next Generation Certification Program continues 34 Even Transportation Secretary Foxx relies on Google 47 Bose introduces next-generation seating 54 Logistics Nightmares due to economic influence of China 57 Finally, Recognition that small businesses are the economic generators 58 Commercial Vehicles get one tenth of the speeding charges as Non-Commercial

28 MARCH / APRIL 2015

the 2016 vnl series :

All roads lead to fuel efficiency.

volvotrucks.us.com/VNL2016 MARCH / APRIL 2015

5

Editor’s Note / sMpwdkI

Dilbag (Ron) Dhaliwal

Trucking is not only a profession but it is a community as well

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6

Trucking is not only a profession but it is a community as well. Any individual action can make a huge impact on this community, good or bad. We are human beings and we always think our own benefits first, it is natural. We have right to think about ourselves first but let’s not make such individual decisions that might be beneficial to you but harm this trucking community as a whole. One of the major complaints is creating unhealthy competition and followed by many other unhealthy practices. Now a days, industry is facing shortage of truck drivers, a pool of aged truckers are getting retired and new people are not showing much interest in this industry. The reason is, people see not enough money and respect in this profession anymore as compared to hard work and time required. Let’s us follow the rules, regulations and ethics of the profession and make it as it was.

In this edition, we are publishing a beautiful article by our respected columnist Ray Gompf, ‘evolution in trucking, technology and other aspects’ he tells driving is not just holding steering, you must have overall knowledge and many other professional skills. I agree with Mr Gompf, trucking is considered as a general labor these days but it’s not. It is a respected profession like Doctors, lawyers etc.

Time is flying, technology has changed the face of the world, trucking industry is also changing with technology, way of communication has changed. People are connected with social media, it is time for trucking industry to take a serious consideration to social media as well, we are covering this story with facts and figures. We hope our readers will like it and get benefited from our efforts.

God bless truckers. tr`ikMg ie`k ik`qw hI nhIN sgoN ieh qW ie`k kimaUintI hY[ iksy vI qrW dw cMgw jW mwVw ivAkqIqv kMm ies pUrI kimaUintI nUM pRBwivq kr skdw hY[ AsIN mnu`K hW Aqy hmySW pihlW Awpxy bwry socdy hW, ieh suBwivk hY[ swnUM Awpxy bwry socx dw pUrw h`k hY pr iPr BI AsIN ies qrW dy &Ysly nw krIey ijs nwl in`jI qOr qy qW swnUM &iedw hovy pr pUrI tr`ikMg kimaUintI dw nukswn hovy[sB qoN v`fI Skwieq GtIAw p`Dr dw mukwblw pYdw krn dI hY Aqy ies dy nwl nwl ku`J hor GtIAw kMm vI[ A`j k`lH tr`ikMg ieMfstrI iv`c tr`k frwievrW dI bhuq v`fI Gwt c`l rhI hY, purxy tr`krz irtwier ho rhy hn Aqy nvIN pIVI ies pwsy v`l ijAwdw iDAwn nhIN dy rhI[iesdw mu`K kwrn ieh hY ik lok hux ies kMm iv`c pYsw Aqy iezq mwx nhIN dyKdy jdoN ik ieh kMm ijAwdw imhnq vwLw hY Aqy qusIN ijAwdw smW GroN bwhr vI rihMdy ho[AwE AsI ies ik`qy nwl juVy inXmW Aqy kwnUMnW dI pwlxw krIey Aqy muV qoN ies ik`qy nUM pihlW vrgw bxweIey[ mYZzIn dy ies AMk iv`c AsIN ry gONP dw ly^ ‘tr`ikMg iv`c kRWqI’ Swiml kr rhy hW[ ies ly^ iv`c ry il^dw hY ik isr& styirMg PVnw is`^ ky koeI pROPYSnl frwievr nhIN bx jWdw[ quhwnMU ies ik`qy dI pUrI jwxkwrI hox dy nwl nwl frweIivMg dy v`K v`K sik`lz iv`c muhwrq jrUrI hY[mYN ry dI ies g`l nwl sihmq hW ik tr`ikMg ie`k Awm lybr vrgw kMm nhIN hY[ ieh fwktrW jW vkIlW dI qrHW ie`k ie`zqdwr pRo&YSn hY[ smW bhuq qyzI nwl guzr irhw hY, qknwlozI ny dunIAW dw muhWdrw bdl ky r`K id`qw hY, tr`ikMg ieMfstrI vI qknwlozI nwl bhuq bdl geI hY[lok soSl mIfIAw au~pr ie`k dUsry dy nwl sWJ pw rhy hn[ hux smW hY ik tr`ikMg ieMfstrI vI soSl mIfIey dw &wiedw lvy[ swfI ies vwr dI kvr storI vI soiSl mIfIAw au~pr ADwirq hY, AsIN quhwfy leI kw&I rOick q`q ies lyK iv`c pyS kIqy hn[ AgLy AMk ‘c i&r imLdy hW, qd q`k r`b rw^w…….

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

Creative Head Ranjit Singh

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 Neeta Machike

Translator Tirath S. Khabra

Contact: Raman Singh Cell: 559-786-1937 E: raman@desitrucking.com

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.

MARCH / APRIL 2015

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MARCH / APRIL 2015

7

Evolution in Trucking, Technology and Other Aspects.

8

T

rucking and truckers have definitely changed in the past hundred years.

The first coast-to-coast run in North America took months to accomplish. Today the coast to coast is measured in hours, not months.

The difference being that equipment is much more comfortable, powerful and dependable. Not only that, the infrastructure has gone from none at all, to beautifully designed super highways where hills and valleys have been leveled out and those old “follow-the-contour-of-the-land” roads have pretty much been totally replaced. Now, climbing hills isn’t such a big deal.

That’s just part of the story though.

The advancements in infrastructure have changed dramatically. For the most part we all now drive on fourteen foot wide lanes with wide paved shoulders and as little as 50 years ago the lanes were a mere eight feet wide and shoulders were negligible. Controlled access to highways is the norm now whereas 50 years ago, through traffic was routed through every town and village along the way, so virtually every 12 miles traffic had to slow to accommodate the needs of those communities.

Equipment has improved even more dramatically. Fifty years ago, the most powerful truck had a rated horsepower of 237 run through one or two gearboxes to multiply the power to the wheels in several different formats. A single gear box may give you four or five speeds with which to work, but those two gear box trucks would allow 16 to 20 speeds from which to select. No power steering. To steer took muscle power and lots of it. Even mirrors were these little four inch round things that sat at the end of a foot and a half long tube that jiggled so badly it was almost useless for seeing what was going on behind you.

Now we’re dealing with horsepower ratings in excess of 600 horsepower and with automatic transmissions that virtually eliminate the need for a driver to compute in his head the mathematical formulae for revolutions per minute of the engine, the speed of the vehicle, the gross weight of the vehicle, the differential gear ratio, G. Ray Gompf the size of the tires, to match the pulling power needed to lift the load up and over the hill. Now a computer makes those calculations in hundredths of seconds and makes the adjustments to the engine and transmission needed so the driver can concentrate on the traffic around him and safely piloting the tractor trailer to it’s delivery.

In addition to the actual hardware of trucking, the advancement in technology to produce efficient long lasting tires has kept pace. In the old days, it wasn’t uncommon for a truck to have two or three flat tires on a single day’s trip. Today’s tires easily last 100,000 miles or more and rarely go flat because the infrastructure has all but eliminated tire destroying humps and bumps plus the improvements in the tire manufacturing processes.

Not all that long ago, trucks did not have comfortable sleeper units. A driver would have to carry a board to bridge the gap between the two bucket seats and try to get a nap. Alternately, there used to be bunk beds at some truck stops where a driver could stretch out to sleep for a few hours. Today’s modern sleep equipped trucks are virtually apartments where a driver can live long term.

Engines have improved where two or three miles to the gallon used to be phenomenal fuel economy to the point now where double digits isn’t out of the question in fact, it’s more the norm.

Lubrications have also improved to the point where, with regular testing, need only be changed when it’s necessary and not just at some arbitrary length of time or miles of usage serving as the marker point at which the oil is changed.

Long trailers have gone from 28 footers to now 60 footers are in use, but 53 footers are the standard. There are situations where one truck is pulling two and three fifty three footers.

Another aspect of trucking that’s undergone massive change is the regulatory side.

In the 1930 truckers were being forced to work extended hours, allowed little sleep and unscrupulous employers forced drivers to go well beyond the physical limits of endurance. Unions, predominantly the Teamsters, fought for limMARCH / APRIL 2015

Evolution in Trucking

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100% q`k

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9

Evolution in Trucking ited hours of service, so drivers could work safely and without fear of being fired for being too tired to continue.

The U.S. government saw this and enacted legislation to regulate the hours of service for truckers.

They were allowed to drive ten hours whereby the driver then had to have at least eight hours off duty. The meaning of the original legislation was to have the truck driver work a ten hour day in twenty four hours but that’s not the way they worded it, so very quickly companies figured out how to make the hours of service, which was supposed to be something to give workers relief, work for them instead of the worker.

The companies wanted to get more than ten hours of driving out to drivers because there were six hours left in the twenty-four hour cycle. Drivers figured out that by taking charge of their own hours they could work twelve hours in every twenty-four without breaking any rules and without driving tired. For many years, this system worked well but then activists groups decided that truckers didn’t have the intelligence to drive safely and demanded government force drivers to be safer.

Activists groups are made up of voters who always exercise their franchise, so government listened. Truckers weren’t given much of a voice to respond to the activist’s demands. As a result, whole agencies were created to deal with the demands of the activists and when you give a bureaucrat a job to do, soon there will be many more bureaucrats all trying to justify their existence and they will make rules and regulations that benefit no one, especially the group they are regulating. And so the hours of service rules and regulations have gone from simple phrases that worked to complicated where a hoard of lawyers can’t figure out what it all means. There are no signs the bureaucratic nightmare will become smaller anytime in the next century or so.

Today, there are around four million people driving commercially in the United States and Canada with estimates that number is at least ten per cent less than it should be. That means there is room for 400,000 new drivers who could be, should be working in the industry.

In the meantime, the older workers are retiring and there isn’t a replacement available.

New demographics are being tapped to fill these voids, women and foreign workers. But so far, these groups haven’t kept pace with the admitted need plus the attrition of older workers.

10

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Evolution in Trucking Training is also a critical component of trucking.

There is a movement to bring in standardized training where none has existed. This isn’t to say that drivers out there are not properly or adequately trained, it’s that there is no standardized training so that everyone gets the same training.

We have to make sure the various components of the trucking industry are properly trained for their specific task. Long haul truckers are not dump truck drivers and vice-versa. There’s also difference between local pick up and delivery drivers and full load drivers. Training needs to take this into account.

Recently, in Canada, we’ve had some examples of improper dump truck operation. Two in Quebec come to mind quickly. First a dump truck driver in Gatineau was killed when, with his box extended to the up position hit a bridge and he was thrown from his vehicle and died.

The other in a suburb of Montreal a dump truck operator, again, with the dump box extended up, hit a pedestrian bridge that collapsed.

Proper training, standardized training may have prevented both of these incidents.

When we speak of technological advancements, communications has to be one area in which truckers have advanced probably faster than the general public and for good reason. It’s an absolute necessity to have instant communication with dispatchers, shippers, receivers, amongst those on the road, weather specialists, even with police and regulators.

This winter alone has proven to be a challenge like no other in history. This month alone has produced more snow on the east coast than several years worth of snow from past years. With the instant communication available from virtually anywhere on the continent, planning was imperative so not to put the delivery of freight and those engaged in its movement in jeopardy.

In Canada, we have two groups now on Facebook that provide real time updates to road conditions and incident reporting. Anyone can find instant updates in whatever area of the country you happen to be traveling. Western Road Reports spells conditions out west of the Manitoba Ontario border while Eastern Road Reports does the same east of the Ontario Manitoba border. This splitting of the reporting was done simply to make it easier for users to find the specific area they needed to check. It had been on one group but it was becoming too cumbersome to manage, especially because it’s all volunteer run. But, those volunteers are hands on truckers often on the road drawing from not just the immediate area with which they can see, but by scanning a variety of sources for critical information.

12

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Evolution in Trucking The beauty of having these Facebook groups at your disposal is they are easily available from any smart phone or tablet.

Imagine fifty years ago, the CB wasn’t even in use to any degree.

Drivers had no choice but head into the trip without any knowledge of what may lie ahead of them. As the CB took root, at least a driver could be prepared for nasty but the reports were often five or six hours old and certainly it was still sort of flying blind when it came to knowing what the end of the trip was going to present.

Qualcom and like products have had the ability to provide that information for more than a decade but it was coming via the dispatcher and if that dispatcher didn’t feel like forwarding critical information, then it wasn’t provided. Now, with our own smart phones, we don’t have to rely on the good graces of someone with a vested interest in not providing all critical information.

Some of this technology is finding its way into the cab of the truck as factory installed. Satellite technology now isn’t just for routing although it is used more for sorting through various directions and routings to achieve the goal of delivering freight quicker, on-time, and with better planning to save trucker waiting time although there isn’t enough of the better planning being done yet. The capability is there. Trucks and trailers simply can’t go missing anymore.

The capability exists to find equipment anywhere in the world unless someone has tampered with the tracking devices.

This ability to track specific pieces of equipment has caused the criminal element in our world to have to come up with innovative ways to thwart the technology and while there is some degree criminal activity that will always be present working against any industry, HowesDesiTruckingHalfPage_S15.pdf 1 creative 2/5/15 or 4:18 this technology is forcing criminals to be more get PM caught very quickly.

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smwrt Pon rwhIN Pysbu`k ‘qy vyK skdy ho[ zrw iKAwl kro qW 50 swl pihlW dw iksy vI ifgrI ‘qy sI bI dI vrqoN ho hI nhIN sI skdI[ ibnw ieh jwxy ‘qy ik A`gy iks qrHW dy hwlwq hoxgy fRweIvr r`b Awsry hI cwly pw idMdy sn[pr jdoN sI bI dI vrqoN SurU hoeI qW G`to G`t fRweIvr nUM pqw l`g jWdw hY ik A`gy mOsm iks qrHW dw hY BwvyN keI vwr ieh mOjUdw nw ho ky 5- 6 GMty pihlW dw hI huMdw hY[ pr AMdwzw qW l`g hI jWdw hY Aqy aus qrHW dy hwlwq leI nij`Tx leI fRweIvr G`to G`t iqAwr qW zrUr rihMdw hY[ koElkwm Aqy ies vrgy hor auqpwdn qW ie`k dhwkw pihlW hI ieh sUcnw dyx l`g pey sn pr ieh sUcnw imldI ifspYcr rwhIN sI[ ieh ifspYcr dI mrzI sI jy auh smJdw sI ik ies nUM Byjx dI loV nhIN qW bhuq vwr auh Byjdw hI nhIN sI[pr hux jdoN swfy kol smwrt Pon hn qW ieh jwxkwrI pRwpq krn leI swnUM iksy dy rihmo krm ‘qy nhIN rihxw pYNdw[ ies qrHW dI qknIk hux PYktrI v`loN tr`kW dI kYb ‘c hI lw id`qI jWdI hY[ BwvyN Ajy q`k kwPI vDIAw plYinMg nhIN kIqI geI pr sYtylweIt qknIk dI vrqoN hux kyvl v`K v`K rUtW dI plYinMg leI hI nhIN vrqI jWdI qW ik mwl CyqI phuMcwieAw jw sky sgoN ies dy hor vI Pwiedy hn[ ies dI Xogqw qW hY hI[hux tr`k jW tRylr nzrW qoN Ehly nhIN ho skdy[ jy iksy ny trYikMg ifvweIs nwL CyV CwV nw kIqI hovy qW sMswr Br ‘c ikqy vI mwl BwVy dI BwL kIqI jw skdI hY[ pr ies qknIk dy glq Pwiedw lYx leI ivSv dy AprwDIAW ny ies dI Awpxy ihqW leI vrqoN krnI vI surU kr id`qI hY[ pr iksy vI ieMfstrI nwL ies qrHW krn leI qW AprwDI hr smyN iqAwr rihMdy hn[ pr nvIN qknIk ienHW AprwDIAW nUM vDyry cOkMny hox dI vMgwr vI idMdI hY Aqy jy ies qrHW krn ‘c auh ip`Cy rih jWdy hn qW auh kwbU vI CyqI Aw jWdy hn[

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What is Default

What is Default kI hY ifPwlt Bwv AwpxI zuMmyvwrI qoN KuMJxw

I

n terms of lease and loan payments, when one thinks of default, the most common error is to think that default only means to miss a payment. If I make my payment on time, then I am not in default. This is a common misconception. However missing a payment it is not the only thing that can put one in default. Default is the failure to meet the legal obligations of a loan. There are other terms and clauses contained in each loan or lease that can also put you in to default other than missing a payment,. These other obligations can cause you to lose your truck, trailer, or car and are important to know.

Insurance is a huge clause common to probably every lease or loan. You must insure the item at all times. I explain to my truck drivers when signing a deal, that If I find out there is no insurance, and I end up putting on my own insurance, that also means I have repossessed the uninsured item. Not having insurance and putting the item at risk for total loss is breaking your terms of agreement and putting you in to default. Often insurance agents fail to provide leasing companies and banks copies of the insurance. This happens all the time. The insurance agent’s negligence in providing updated insurance puts the debtor or lessee in default. I recently had a driver who is currently in India come up on the list for no insurance. Luckily I knew him personally and I knew he had put on a storage policy before leaving.

I was able to reach him in India and explain that his insurance agent did not provide a copy of the current insurance and that he was in default. He called his insurance agent right away from India, to send the copy immediately. The driver was furious as you - 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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- Pash Brar B.A.

jdoN lIz jW ley krzy dIAW ikSqW dI g`l krIey qW ifPwlt dy ArQ k`Fx ‘c AsIN Awm glqI ieh krdy hW isrP krzy dI ikSq Adw nw krn krky hI ifPwlt ho jWdw hY [ Bwv jy mYN AwpxI ikSq smyN isr idMdw rihMdw hW qW mYN ifPwlt ‘c nhIN Bwv mYN AwpxI ikSq Awid dyx dI zuMmyvwrI pUrI kr irhW hW[ieh Awm qOr ‘qy ie`k glq Dwrnw hY[pr kyvl ie`k ikSq nw dy skx nwL hI koeI ifPwlt nhIN ho jWdw [ ifPwlt dw ArQ hY ik krzy dIAW kwnUMnI loVW dI pUrqI nw krnw[ Bwv aunHW Anuswr nw c`lxw[ hr ie`k krzy ‘c ies qrHW dIAW hor keI SrqW hn ijhVIAW ikSqW nw dyx qoN ibnw quhwnUM ifPwlt ‘c pw skdIAW hn[ ieh hor SrqW pUrIAW nw krn ‘qy qusIN Awpxy tr`k, trylr, kwr qoN vI h`Q Do skdy ho Aqy quhwnUM ienHW SrqW dI jwxkwrI hoxI zrUrI hY[ ieMSUrYNs jW bImw Swied ie`k ieho ijhI klwz hY ijhVI hryk lIz Aqy krzy ‘qy lwgU huMdI hY[ hr smyN quhwnUM sbMDq cIz dw ieMSUrYNs zrUr krvw ky r`Kxw cwhIdw hY[mYN tr`k frweIvrW nUM fIl ‘qy dsKq krn smyN d`s idMdw hW ik jy mYnMu ieh pqw l`g jwvy ik ies ‘qy ieMSUrYNs nhIN Aqy mYnMU Awpxw ieMSUrYNs ies ‘qy pwauxw ipAw hY pr nwl hI ies dw ieh mqlb hY ik mYN ibnw ieMSUrYNs kIqI vsqU nUM pRwpq kIqw hY[ ieMSUrYNs nw hovy Aqy aus cIz nUM totl lOs ‘qy pYx dw Kqrw hovy qW ies qrHW quhwfy iekrwr dIAW SrqW dI aulMGxw ho jWdI hY Aqy qusIN fIPwlt Bwv ksUrvwr ho jWdy ho[ Aksr ieh vyiKAw igAw hY ik ieMSUrYNs eyjMt lIizMg kMpnIAW Aqy bYNk nUM ieMSUrYNs dIAW kwpIAW nhIN Byjdy[ ies qrHW bhuq vwr huMdw hY[A`pfytf ieMSUrYNs dI jwxkwrI nw dyx nwL lIz krn vwLy jW krzw lYx vwLy nUM kwnUMn dI nzr ‘c ifPwlt ‘c Bwv ksUrvwr bxw idMdw hY[hwL hI ‘c ie`k fRweIvr jo ik hux ieMfIAw igAw hoieAw hY dw ieMSUrYNs nw hox dI g`l swhmxy AweI hY[ cMgI g`l ieh hY ik mYN aus nUM in`jI qOr qy jwxdw hW Aqy mYnUM pqw sI ik aus ny ieMfIAw jwx qoN pihlW storyj pwilsI lY leI sI[ mYN aus nwL ieMfIAw sMprk krky d`isAw ik aus dy bImw eyjMt ny bImy dI mOjUdw kwpI nhIN id`qI ies leI auh ifPwlt ‘c hY[ aus ny ausy smyN ieMfIAw qoN Awpxy bImw eyjMt nUM Pon kIqw ik auh bImy dI kwpI qurMq dyvy[ qusIN soc hI skdy ho ik fRweIvr ikMnw lohw lwKw MARCH / APRIL 2015

What is Default can imagine, so I tell all my drivers to assume the insurance agent will never provide the lender a copy of the insurance and take responsibility by sending a copy of current insurance on their own and never go in to a default situation.

Also with insurance, you must ensure you have enough coverage. Another clause in your loan conditions can be a minimum amount of insurance requirement. I know I often get complaints that drivers want to reduce the amount of liability insurance to save a small amount of money. Never is anyone allowed to have less than adequate insurance while the loan or lease is being paid. I explain to the drivers that one death alone can be a million dollar loss, so you need more coverage just in case. The minimum amounts are not decided to punish the debtors, but the make sure that if something does happen everything will be covered. Saving a few dollars a month is not worth the risk, and if something does happen and the minimum insurance was not met, the debtor could be in very big trouble financially and put in to default. Know and understand the minimum requirements for insurance at the time of signing. Once the item is paid off and you own it fully, the minimum requirements set by the financial institution are still a good guideline to maintain as these guidelines have been set based on previous experience.

Looking after your equipment is also a common term of agreement for a lease of loan. I explain to my drivers that if I happen to be in your yard and see that a truck, trailer or car that I financed is sitting looking like a heap of junk and disrepair, you are in default. If you have something, look after it.

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What is Default If I’m financing you a truck or trailer, it is to work and earn money.

Look after it so you can earn money. Keep it in good condition and keep its maintenance up to date and you can work with it longer. If there is major work that needs to be done and the mechanic puts a lien on the vehicle, you can again be in default. A mechanic’s lien takes precedence over any lien placed on by the financing company. The mechanic comes in first place and the finance company is now in second place. No finance company wants to be in second place. When there is a mechanic lien, either the finance company will pay for it and keep it as a repossessed vehicle, or the debtor will be given the opportunity to come up with the money to pay off the lien on their own. The mechanic shop will usually call the finance company themselves and ask for payment direct, so if you think you can hide your repair bill, think again. Maintain all equipment and cars and pay your mechanical bills on time to avoid being in default.

When you are ready to sign for your truck, trailer, or car loan or lease make sure you understand the terms and clauses of what you are signing. For anything you are making payments on, make sure you make your payments on time.

If you need to change your payment date to accommodate the day you get paid, call your financer to arrange this. Commonly missed payments are due to the wrong date , so change it to a date that works for yourself. Make sure your items are insured and insured with adequate coverage at all times, look after it with regular maintenance, and pay for the maintenance on time. If these terms are met, it should keep you and your financing institution on happy terms together.

nUM vDIAw hwlq ‘c r`Ko Aqy smyN smyN ies dI murMmq Awid krvwauNdy rho[ies qrHW krn nwL qusIN ies qoN lMby smyN q`k kMm lY skdy ho[ jy koeI v`fI murMmq hY Aqy mkYink v`loN ies ‘qy lIAn pw id`qw jWdw hY qW vI qusI ifPwlt ‘c ho[ mkYink dy lIAn nUM PweInYNs kMpnI v`loN pwey gey lIAnW nwloN pihl id`qI jWdI hY[ pihlW mkYink Aqy PweInYNs kMpnIAW bwAd ‘c[ pr koeI PweInYNs kMpnI ieh nhIN cwhuMdI ik auh bwAd ‘c hovy[ jy ies qrHW dw mkYink dw lIAn hovy qW PweInYNs kMpnIAW jW qW ies lIAn dy pYsy dy ky ies nUM rIpozYsf vhIkl v`loN lY lYxgy jW auh ies dy mwlk nUM ieh pYsy lwhux leI kihxgy[ mkYink Swp vwLy Awm qOr ‘qy Awp PweInYNs kMpnIAW nUM Pon krdy hn Aqy is`DI AdwiegI dI mMg krdy hn[ ies leI ieh nw socxw ik qusIN krvweI geI murMmq dy ib`l nUM Cupw skdy ho[ vhIkl Aqy hor smwn dI sWB sMBwl Awp kro Aqy ifPwlt hox qoN bcx leI mkYink dy ib`lW dw smyN isr Bugqwn kro[ jdoN vI qusIN tr`k, trylr jW kwr Awid dw lon lYx leI dsKq krn lgdy ho ieh zrUr XkInI bxw lYxw ik qusIN ies ‘c ilKIAW SrqW Aqy klwzW nUM cMgI qrHW smJ ilAw hY[ ijs lon dIAW qusIN ikSqW idMdy ho ieh iKAwl r`Ko ik qusIN ieh smyN isr dy rhy ho[ jy qusIN, quhwnUM pYsy imlx dI imqI nwL AwpxI ikSq nUM imlwauxw cwhuMdy ho qW ies qrHW krn leI quhwnUM Awpxy PweInYNsr nwL ies sbMDI g`l krnI cwhIdI hY[ Awm krky ikSqW ies krky hI A`gy ip`Cy ho jWdIAW hn jW nhIN dy huMdIAW ikauN ik ienHW dI dyx dI qwrIK quhwfy pYsy imlx vwLI imqI nwL myL nhIN KWdI[ ieh vI XkInI bxwE ik quhwfIAW sbMDq AweItmW dw ieMSUrYNs hoieAw hY Aqy kvryj dI ieh rkm vI Fu`kvIN hY[ TIk smyN ies dI murMmq Awid krwauNdy vI rho Aqy aus dI nwlo nwL AdwiegI vI krdy rho[ jy ienHW g`lW ‘qy Aml krdy rho qW qusIN vI KuS Aqy quhwfI PweInYNs kMpnI vI KuS rhygI[

West Sacramento CA.

pMjwbI ivc g`l kro

Paul Johl

530-682-9570

3970 Commerce Drive West Sacramento CA. 95691

www.catrucksales.com

16

MARCH / APRIL 2015

Desi News

Meritor WABCO includes trailer lift axles system

M

eritor WABCO added an automated trailer lift axle system to its SmartTrac portfolio of products this week. The company says it is a costsaving technology to monitor suspension load and manage lift axles for trailers.

“The SmartTrac automatic trailer lift axle control system automatically raises WheelsUPTruckor lowers the axle based on cargo weight,” said Pat Kealy, director, Trailer Systems and Aftermarket for Meritor WABCO. “This system helps reduce fuel costs, tire wear, vehicle downtime and labor and maintenance costs while also increasing wheel-end and brake life.”

The new product works with Meritor WABCO’s trailer roll stability support and ABS. It is fully automated, eliminating the need for drivers to adjust the axle manually. It also complies with the US Department of Transportation legal load limits.

The company added in a press release that it is “compatible with any air ride-equipped lift axle suspension on a trailer and can be configured in several ways” and that “axles can be lowered automatically when the vehicle is put in park.

Meritor introduces automatic tire inflation

M

eritor® introduced the industry’s first automatic tire inflation system for linehaul tractors at the Technology & Maintenance Council (TMC) 2015 Annual Meeting & Transportation Technology Exhibition. The MTIS™ Tire Inflation System for Trucks automatically monitors tire pressure while the vehicle is in motion and inflates an underinflated tire. If there are issues requiring continuous inflation, the MTIS system alerts the driver to check the tire or find service as soon as possible. The system extends tire and wheel component life, improves fuel efficiency and reduces tire wear and maintenance.

“We listened carefully to customers who have expressed a need to lower costs due to tire underinflation,” said Jay Craig, president and chief operating officer for Meritor.

“We’re leading the industry in automatic tire inflation systems, and our MTIS system is one of many new products the market can expect to see from Meritor that will help end-users operate their vehicles more efficiently.”

Underinflated tires can decrease tread life up to 20 percent and impact tire retread, according to tire manufacturers. “Maintaining proper pressure requires constant attention,” said Ken Hogan, general manager, Rear Drivetrain for Meritor. “In addition to reducing tire and fuel costs, the MTIS system enhances performance. Tire companies have stated that up to 80 percent of roadside tire failures are a direct result of creeping air loss.”

Although pressure leakage up to 2 percent per week is common for tire systems, additional pressure loss can be expected with puncture wounds from nails, a contaminated rim flange or bad valve stem.

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-Expert Help Line for your compliance, safety & regulatory questions -Updates on the latest state and federal regulations -Special savings on trucking safety & training seminars -And much more!

Follow us: www.facebook.com/CalTrux MARCH / APRIL 2015

Find out more about CTA membership by calling:

(916) 373-3500 17

Habits are safer than rules

- Ken Davey

- Frank Crane

T

he same as you drive your truck, your habits drive you.

To a large extent you will be a good or bad driver simply because of the habits that you have when behind the

wheel.

Professional driving bad habits can be broken into 2 types. The first type is really just sloppiness. They are shortcuts taken because proper behavior was not well ingrained when the driver was learning to drive truck. They include things like not scanning the road ahead and not checking mirrors or driving with one hand on the wheel. Truck drivers should be actively scanning the road ahead, rotating from one mirror to the other about every 12 to 15 seconds. Unless this habit is ingrained, it becomes easy to passively watch the road ahead instead of actively analyzing what you see or slouch with a single hand on the wheel.

The other type is bad habits picked up by the driver because they provide some type of perceived benefit to the driver. Note, I said perceived benefit because even though the behavior makes sense on one level it doesn’t make sense as a whole. The behaviors can be illegal and dangerous but somehow “make sense” to the “bad driver”. A driver starts making a decision based on a calculated risk analysis, balancing the joy of the benefit against the risk of getting caught and the risk of getting into an accident. Eventually, the action becomes an automatic habit rather than a decision made and the driver does not realize the true risk of his actions.

Here are some of these perceived benefit bad habits and some new ways to think about them.

18

Speeding. The misconception is that that speeding saves time and since time is money, it saves money too. Wrong, especially in this age of high fuel costs, speed is the enemy of ecomomy. Speed has a hidden cost in that it will wear out your truck (and you) faster. I know that you can speed for a long time without receiving a speeding ticket but it will happen. You can be further penalized because speed also screws up your log book making you vulnerable to HOS tickets. Speeding tickets will increase your insurance costs and make you less hirable to customers and trucking companies. Speed will get you into accident that you could have avoided at a legal rate of speed and make you responsible for accidents.

Not wearing a seatbelt. I hear 2 arguments against wearing a seatbelt. The First is that it is uncomfortable. Second, that it is unsafe. They always have a story like ‘I knew a guy who knew a guy who had an accident who lived but he would have died if he was wearing his seatbelt’. Seatbelts save lives. End of sentence.

A seatbelt will keep you in control of your vehicle during difficult maneuvers. It will keep you in the safest part of your vehicle during a collision or rollover. Getting a seat belt ticket will get you points on your abstract, raise your insurance rates and tell prospective employers that you can’t follow rules. If your seatbelt is really uncomfortable see the dealer about an extender or any aftermarket parts dealer for holders and pads to get a comfy fit.

Further examples of this “perceived benefit” type of bad habit are: • Talking on a cell phone while driving • Accelerating through yellow lights • Failing to reduce speed in construction zones or bad weather Changing these bad habits is hard, first because there is momentum to continue the old dangerous habit and a perceived reward for the unsafe action.

The steps that can be taken to break these habits are: 1. Identify- see a specific behavior as a problem.

2. Isolate - deal with one habit at a time starting with the most dangerous.

3. Motivate – keep thinking about the real benefit of the safe behavior.

Remember that a change in behavior comes about the same way you originally learned the behavior in the first place, through of a combination of self perceived Rewards and Penalties. For example, if you want to stop speeding, focus on the penalties of speeding - abstract points, danger, at fault accidents, HOS problems or the benefits of not speeding -fuel savings, looking after your vehicle, reduced on the road and building a long safety record that you can be proud of.

Uses these types of thoughts to replace whatever your perceived benefits were and you can drive yourself to drive the truck safely for years to come.

MARCH / APRIL 2015

MARCH / APRIL 2015

19

Employee Compensation

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ne of the most challenging tasks for any employer is to design appropriate employee compensation packages, benefits plans, and reward systems. Compensation includes various benefits plans for employees. It is more than just money paid in the form of wages, salaries, and bonuses.

A competitive compensation and benefits program, including retirement plans, are keys to attracting and retaining employees – in particular highly skilled and management talent, but also rank and file. With the benefits programs dramatically shifting from employer-funded solutions to shared or completely employeefunded offerings, achieving the right mix for the specific needs of the employees and cost structures has become more complex.

It’s a nasty choice to offer an attractive benefits package and forgo profits, or cut back on benefits and risk losing the best employees. To attract talent and compete effectively a health insurance and probably a retirement savings plan are the mandatory benefits a company should offer. Specialty benefits--like life insurance, disability insurance, vision and dental coverage--sweeten the pot but are of lesser importance. According to the Bureau of Labor Statistics’ 2006 National Compensation Survey, 60% of firms with less than 100 workers offered health benefits, while 47% set up retirement plans, such as 401(k)s. Just 38% offered life insurance, 27% provided short-term disability benefits and 19% granted a long-term disability cushion.

Every employer needs to design a proper reward system for their employees. Rewards can act as the ‘catalyst’ for improved performance and better productivity. Certain basic criteria are essential for rewards to be effective. These include: • Reward should be quick.

• Reward should be significant.

• The goals and rewards must be known, understandable, and attainable.

• Reward must be distinctly and directly related to performance.

• Reward should be irrevocable.

• Reward should be compatible with job measurement.

If the reward plan is seen to be unfair and unrealistic, for example promotion on the basis of seniority or favoritism, it may have a definitely negative effect as a motivator. For rewards to be effective they have to be generous and significant as noted above, hence they must be structured to attain a proper balance of motivating people to purpose and at optimum effort.

20

- Dara Nagra MBA PMP ®

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Employee Compensation Properly measuring performance ensures the program pays off in terms of business goals. Since rewards have a real cost in terms of time or money, small business owners need to confirm that performance has actually improved before rewarding it. Once again, the measures need to relate to a small business’ goals.

As Linda Thornburg noted in HR Magazine, “Performance measures in a rewards program have to be linked to an overall business strategy…. Most reward programs use multiple measures which can include such variables as improved financial performance along with improved customer service, improved customer satisfaction, and reduced defects.”

Rewards are generally reckoned to improve productivity by somewhere of the order of 20 to 30 per cent. This is nearly twice as much as that attained by goal-setting or job-redesign. But each incentive or reward system is likely to have value under certain conditions only. Hence to be effective, the rewards must be ‘tailored’ and changed to suit the specific conditions. There is no magic formula for all situations and at all times. The financial rewards are basically of three types: 1. Profit sharing 2. Job evaluation and 3. Merit rating Profit sharing could be on a macro basis or on a micro basis.

The former relates to the entire company as a whole and the latter to a particular section or group dealing with a particular activity and/or product. On a macro level, it would be difficult to identify and reward outstanding performance. This is possible on a micro level by treating the particular activity as a cost and profit center by itself. This is easier said than done, since overheads and other

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Employee Compensation common services have to be charged and this cannot be done completely objectively. The cost allocation in such cases is somewhat arbitrary and the profit will therefore not be a true reflection of the performance

of that particular group or activity.

In case of job evaluation, the various component factors have to be isolated and evaluated for the purposes of inter-job comparison. Each factor is assigned a rating on the basis of a scale agreed beforehand by the union and the management joint committee. The total rating for each job then forms the basis of wage structure. However, there must be a base level, representing, in effect, the ‘minimum wage’, depending on the nature of the work and the geographical area. In some cases and in some countries these are stipulated by law. A typical, though somewhat broad, list of job factors is as follows: • working environment • physical characteristics • mental characteristics • extent of responsibility • training and experience In case of managers, the factors are: • responsibility • expertise • human relations Merit rating has been used as an indicator of performance. Each employee is rated, typically as excellent, good, average or poor, in respect of the following abilities: • communication • human relations, including leadership and motivation • intelligence • judgment • knowledge The rating, unfortunately, tends to be carried out purely mechanically and it carries a heavy bias of the rater who may be too lenient, may not be objective and may also have favorites or otherwise in the group being rated.

Every major company is now giving more attention to their Human Resources department. With globalization, dynamic work forces, and competitive markets it has become mandatory for any organization to retain and grow their most important asset, human capital. It has become impossible for a 21st century company not to give importance to employee retention, because in the end, it is the quality of the workforce that will drive the company forward.

Companies are constantly reviewing their internal job designs to empower their employees, develop innovative performance reward systems, create internal job markets, and define employee training and career growth plans. This approach gives them the competitive edge to grow in the world market.

22

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Desi News

Poll shows 76 percent oppose increases in truck size and weight

T

he Coalition Against Bigger Trucks commissioned the study in part to show lawmakers, shippers and large carriers that are pushing to increase truck sizes and weights in the next highway bill where people stand on the issue and why.

In excess of three-quarters of the people surveyed in a recent poll oppose attempts to increase truck sizes and weights on the nation’s highways. Another 9 percent said they were “unsure,” while just 15 percent said they would support an increase in truck size. The poll was carried out by Harper Polling of Harrisburg, Pa., which contacted a sample of 1,000 people across the country.

Sixty-four percent of respondents said the reason they opposed longer and heavier trucks was because of highway safety – accidents, specifically – while 79 percent of respondents said they were convinced that heavier and longer trucks would lead to more braking problems and longer stopping distances.

The poll showed that 76 percent of respondents said they were convinced that longer and heavier trucks would further erode the stability of the nation’s bridges.

Other studies have shown similar results.

Still, there is a movement among some of the nation’s largest carriers, large shippers and some lawmakers in Congress to increase truck weights to 97,000 pounds on six axles, up from the current freeze at 80,000 pounds on five axles. Some also want longer trailers and for trucks to haul double or triple trailers on roads that are currently restricted. Interstate truck size and weight have been limited since 1991 except by permit or in grandfathered states.

“We’ve heard both sides of this issue, and our position remains the same. There’s no justification for longer or heavier trucks,” said Coalition Against Bigger Trucks member Mat Hodapp in a press release. Hodapp is also a trooper with the Minnesota State Patrol and chairman of the National Troopers Coalition.

“Bigger-truck proponents talk about ‘modernizing’ our transportation policy, but I don’t think there is anything ‘modern’ about compromising public safety,” he said.

The U.S. Department of Transportation is currently in the process of updating its Comprehensive Truck Size and Weight Limits Study. The 2000 version of the study found that trucks with more than one trailer in tow had an 11-percent higher crash rate involving a fatality than trucks with single trailers.

The updated DOT study, being conducted MARCH / APRIL 2015

by the Federal Highway Administration, is comparing safety risks, pavement and infrastructure conditions and other factors between trucks at or below current federal limits and trucks that are legally allowed to operate at longer and heavier weights by statute or permit.

The problem with opinion is it is just opinion without the justification from real experience. It would appear then that the push for bigger, heavier from the US based proponents, is using Ontario and Quebec to further the cause by obtaining actual numbers based not on true reality but on a controlled basis posing as reality.

Aman Tamana

209-202-4229 23

CMV involved in an Accident

Commercial Motor Vehicle involved in an Accident kmRSIAl motr vhIkl dw durGtnw ‘c Swml hoxw NSC Compliance Services What is considered an Accident as per the USDOT regulations?

An accident is an occurrence involving a commercial motor vehicle (CMV) on a highway in interstate or intrastate commerce which results in one of the following: - A fatality, or - An injury to an individual who requires immediate treatment away from the scene of the accident or - If there is severe damage to a vehicle which requires it to be towed from the scene What do you need to do for record keeping purposes if your vehicle is involved in an accident?

You must maintain an accident register which contains the following information: - Date of the accident - City/town and the state in which the accident occurred - Driver’s name - Number of injuries - Number of fatalities - Any hazardous materials that were released How long do you have to keep the records for?

You have to keep the records for three years after the accident has occurred.

Are you required to report the accident to the Federal Motor Carrier Safety Administration (FMCSA)?

You are not required to report the CMV accidents to the FMCSA but you might be required to report to your local or state government as each jurisdiction has its own rules.

Are you required to have a drug or alcohol testing done after an accident?

If you are involved in an accident while driving a CMV, the following chart shows the situations when you are required to submit for a drug or alcohol test.

Type of Accident involved

Citation issued to the Driver?

Yes No Yes

Involves human fatality Involves bodily injury with treatment away from accident scene Disabling damage to any Yes motor vehicle (requires towing) 24

XU AYs fI E tI (XUnwitef styts ifpwrtmYNt AwP tRWsport) dy inXmW Anuswr AYksIfYNt iks nUM ikhw jWdw hY? aus Gtnw nUM AYksIfYNt vwprnw ikhw jWdw hY jdoN kmRSl motr vhIkl ( sI AYm vI) hweIvyA ‘qy ieMtrstyt jW ieMtrwstyt kmRs ‘qy jWdI hox ‘qy hyT ilKIAW g`lW vwprn: - iksy dI mOq, jW - iksy dy s`t cot l`gxI ijs nUM POrI qOr ‘qy aus QW qoN dUr iljw ky ielwj dI loV hY - vhIkl dw bhuq izAwdw nukswn hoieAw hY Aqy aus nUM Gtnw vwLI QW qoN toA krky iljwxw pvy[ jy quhwfy vhIkl dw AYksIfYNt ho jWdw hY qW quhwnUM Awpxy koL irkwrf r`Kx leI kI krnw cwhIdw hY? quhwnUM Awpxy koL ie`k AYksIfYNt rijstr r`Kxw cwhIdw hY, ijs ‘c hyT ilKI jwxkwrI drj krnI cwhIdI hY: - AYksIfYNt dI imqI - aus Sihr/ ksby Aqy sUby dw nWA ij`Qy ieh durGtnw vwprI - fRweIvr dw nWA - s`tW cotW dI igxqI - durGtnw kwrn mrn vwilAW dI igxqI - koeI Kqrnwk smwn jo bwhr iK`lr jW fu`lH igAw hovy ieh irkwrf quhwnMU ikMnw icr sWB ky r`Kxw cwhIdw hY? ieh irkwrf AYksIfYNt vwprn qoN iqMn swl bwAd q`k r`Kxw cwhIdw hY[ kI quhwnUM ies AYksIfYNt dI jwxkwrI PYfrl motr kYrIAr syPtI AYfminstRS y n Bwv AYP AYm sI AYs ey nUM vI dyxI cwhIdI hY? ies qrHW dy mOky sI AYm vI dy AYksIfYNt dI irport AYP AYm sI AYs nUM dyx dI loV nhIN[pr ikauN ik hr ie`k styt Aqy mihkmy dy v`K v`K inXm hn ies leI ho skdw hY ik quhwnUM ies dI jwxkwrI AwpxI lokl jW styt dI srkwr nUM dyxI pvy[ kI quhwnUM AYksIfYNt qoN bwAd fr`g jW Alkohl syvn dw tYst krwauxw zrUrI hY? jy quhwfw sI AYm vI (kmRSl motr vhIkl) clwauNdy smyN AYksIfYNt huMdw hY qW hyT ilKy cwrt qoN pqw lgdw hY ik ikhnw hwlqW ‘c quhwnMU fr`g jW Alkohl tYst krvwauxw pvygw:

Test Required?

Yes Yes Yes

iks qrHW dw AYksIfYNt? fRweIvr nUM sweItySn jwrI kIqI geI tYst dI loV hY? kI iksy ienswn dI hW hW mOq qW nhIN hoeI? nhIN hW hW

Yes

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hW

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MARCH / APRIL 2015

MARCH / APRIL 2015

25

CMV involved in an Accident How soon do you have to complete the testing?

An alcohol test is required to be completed within 8 hours of the accident if it meets the above chart requirements.

A controlled substance test or a drug test is required to be completed within 32 hours of the accident if it meets the above chart requirements.

What are a driver’s duties after being involved in an accident?

The driver should remain available for testing and should refrain from consuming alcohol for 8 hours following the accident or until they’ve submitted an alcohol test. If the driver is not available for testing then the driver may be deemed by the employer to have refused to submit to testing.

What is the employer’s responsibility?

The employer should provide the driver with necessary postaccident information, procedures and instructions when the driver is hired to drive a CMV. This will ensure that the driver follows those procedures if and when he/she gets into an accident.

What if the driver does not get tested within the prescribed time limit?

If the driver does not get tested for alcohol within 8 hours and for controlled substance within 32 hours then the employer has to prepare and maintain a record stating the reason the tests were not administered within the time limit.

Where can I get more information on regulations relating to an accident involving a CMV? You can call us at our toll free number at 1-800-965-9839 if you need more assistance in following the regulations on accidents involving a CMV.

26

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MARCH / APRIL 2015

Desi News

Shell shows off nitrite-free coolant at TMC

S

hell Rotella ELC-NF (Extended Life Coolant – Nitrite-Free) was added to the company’s coolant portfolio as a companion to its Rotella Ultra ELC and demonstrated at the Technology & Maintenance Council meetings this week.

“Shell Rotella ELC-NF was formulated to meet more severe operational conditions of modern, hot-running engines,” said Stede Granger, OEM technical manager, Shell Lubricants. “This is particularly important for new emission engines, especially those with exhaust gas recirculation.”

Shell says ELC-NF provides improved protection of aluminum components including brazed aluminum heat exchangers. Its heat transfer is superior to conventional coolants and it offers protection against cavitation, Shell claims. It can also extend the life of water pumps, radiators and other cooling system components.

“As engine technology advances, we continue to develop new products such as the Shell Rotella ELC NF with our customer’s current and future maintenance needs in mind,” said Chris Guerrero, global marketing manager, Shell Lubricants. “We know our hardworking customers are looking for the best products that help them meet today’s and tomorrow’s challenges for on- and offhighway engines. Shell is excited to offer a new product that fulfills customer needs, and is a great addition to our coolant portfolio.”

The new coolant is designed to run 600,000 on-highway miles or 12,000 hours in commercial applications with proper monitoring.

Statistics show definitive reduction in truck-involved crashes.

U

S statistics show a drop in large truck-involved crashes in 2013 according to new federal data.

The American Trucking Associations reported the truck-involved crash fatality rate was 1.44 per 100 million miles traveled, a 1.6% decline from 2012 stats. The fatality rate has fallen 39.2% over the past decade, ATA reports.

“The trucking industry’s efforts to improve safety on our highways are showing results,” said ATA president and CEO Bill Graves.

“While there is still much work to do, we should feel good that because of the efforts of ATA and others in the industry, our highways are safer, even as our trucks deliver more goods all across our nation.”

“Safety isn’t just job one for trucking, its jobs one, two, and three,” added ATA Chairman Duane Long, chairman of Longistics, Raleigh, N.C. “The commitment that carriers like mine have made to ensure that not just our drivers, but everyone on the road arrives safely, is producing results.”

MARCH / APRIL 2015

27

Top 10 Products for 2015

Desi Trucking Magazine’s

Top 10 Products for 2015 T

rucking is a dynamic industry that is evolving so quickly, all involved need to stay up to speed with changes and innovations. Each year, new products are revealed and showcased at various venues throughout North America. The managing team of JGK Media Inc. attended many truck shows and we were very impressed with the products that were being displayed. For this issue of Desi Trucking Magazine, the editors each made their list of top products for the transport industry and compared notes. Potential top products were assessed on their level of innovation, how they could improve the trucking industry and their applicability to the range of carriers in North America. In the end, we were able to name our top products for 2015. Without further ado, we present our top picks.

Michelin X Multi-Energy Z Tire Truckers had been complaining and raised issues about not having one tire for regional and super-regional applications; Michelin responded to these issues and released the X Multi-Energy Z, which can be used on package delivery, dry van, and even in the hospitality business operations. Michelin claims that this tire has a 15% reduction in rolling resistance, which will increase fuel economy. In addition, the X Multi-Energy Z has increased tread life and retreadability. When combined with the Michelin X Multi-Energy D tire, the X Multi-Energy Z tire provides a total SmartWay regional solution.

SmartTruck System’s TopKit SmartTruck has been providing innovative solutions for improving fuel economy for years and has, again, revealed another great product. The SmartTruck’s TopKit can act as a stand-alone aerodynamic solution or be a powerful addition to an existing product to further enhance fuel economy.

Applications are for dry vans, reefers, and straight trucks, and the product doesn’t have the inspection challenges of other products. The TopKit is designed to directly reduce the low pressure wake that creates drag behind trailers and straight trucks. According to SmartTruck, the result is a 5.5% fuel saving.

Meritor P600 Series Planetary Axles The P600 Series axles, including the P610 and P614, are engineered for global heavy-haul, oil field, logging and mining applications and are available in tandem and tridem configurations. They are engineered and manufactured with ratings up to 42,000 pounds per axle. Both axles offer a choice of ratios to ensure the gearing, power and torque to do the job without sacrificing payload capacity or efficiency.

Timetec Road Hawk HD Dash Camera Dash Cameras, seen in the automotive sector, are beginning to make a presence in the North American trucking industry. They provide excellent objective information in case of an incident. The Timetec Road Hawk HD has more black box features than most of its competitors at a reasonable price: GPS location with Google Maps integration, speed recording, audio recording, and more if you really want to analyze your driving or have the best evidence possible in the event of an accident. While it doesn’t have the best possible design to capture license plate images with, it’s a great multi-functional recording device.

28

MARCH / APRIL 2015

MARCH / APRIL 2015

29

Top 10 Products for 2015

Eaton Dual-Clutch Procision Transmission Foregoing the traditional torque-convertor equipped automatic transmission technology, Eaton has launched a new dual-clutch transmission that delivers car-like drivability with the performance of a manual. According to Eaton, the transmission monitors grade, vehicle weight, and throttle input to deliver optimal levels of torque to the wheels under all shift conditions. Fuel economy is also improved and this new transmission should provide more comfort and confidence for drivers in the medium-duty market.

Hendrickson Optimaax Axle System for 6x2 Hendrickson’s OptiMaax system is a 6×2 solution to help fleets save fuel cost, tire wear, and weight with comparable handling to 6×4 tandem axle configurations. Operating as a liftable axle in the forward tandem position, this system provides versatility for fleets with variable loads by using axle capacity only when required. In comparison with the traditional 6x4 tractor configuration, the OptiMaax system eliminates over 350 pounds by replacing the forward tandem drive axle and suspension with an integrated liftable non-drive axle and suspension which is automated with weight sensing controls. This proprietary, fully automated control module eliminates driver intervention and training and allows the tractor to adapt to the requirements of the load; raising the axle when the additional capacity is not needed and lowering the axle to distribute the load evenly when required.

Asperia Halo Tire Inflator Finally, an automatic tire inflation device that can be easily installed on both drive and trailer axles. The bolt-on application only takes 5-10 minutes and, similar in principle to a self-winding watch, uses the vehicle’s own rotational motion to pump and maintain optimal tire pressure. Aperia Technologies says the system is completely maintenance free in normal operating environments and will reduce tire wear, increase fuel economy, and save down time in case of a blowout.

Volvo Active Safety Systems Driver support technology that was only available in the automotive industry is now becoming available in the heavy-truck industry. Volvo trucks can be fitted with an array of cutting-edge driver support systems, which can effectively reduce the risk of an accident. The Volvo Enhanced Stability Technology (VEST), combined with ABS traction control, making emergency braking more efficient and dramatically reduced the likelihood of a rollover, jackknife or loss of control incident on both wet and dry roads. With a windshield mounted camera, the Lane Departure Warning ensures drivers stay in their lanes by continually tracking road markings. The Enhanced Cruise Control system uses radar sensors that monitor vehicles moving in front and to the side of Volvo trucks to ensure a safe distance. If you’re following too close or a vehicle cuts you off, a buzzer sounds and emergency lights warn you of eminent danger; if you still don’t react in time, the Enhance Cruise control will de-throttle to avoid an accident.

Ultra One Wheels with MagnaForce Alloy Weighing in at only 40 pounds, the Ultra One Wheel is one of the lightest on the market compared to wheels of the same size. On a rig, that’s a savings of nearly 100 pounds. Lightness doesn’t matter if it’s not strong; with MagnaForce Alloy technology, the wheel offers a 17% increase in strength over existing alloys for unmatched strength that delivers unprecedented weight savings.

Mack MP8 505C+ Engine Built on the 13-liter MP8 engine platform, the MP8 505C+ offers 505 horsepower and 1,860 lb.-ft. of torque. The MP8 505C+ delivers the maximum amount of torque in all gears to maximize fuel efficiency, as well as the customer’s return on investment. The MP8 505C+ is ideal for long-haul applications and those requiring the muscle to easily conquer mountainous terrain. The MP8 505 C+ is available in the Mack Pinnacle™ Axle Forward and Axle Back models. The Pinnacle model is designed for durable over-the-road hauling with a Mack Advantage™ chassis to optimize payload. The Pinnacle model delivers near-zero emissions through the combination of the MP8 engine and Mack ClearTech™ SCR technology. The MP Engine Series also is designed with fewer parts, offering operators an engine that’s built to last.

30

MARCH / APRIL 2015

INTRODUCING THE

LOS ANGELES

AMIR DELVARANI

adelvarani@lafreightliner.com

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MARCH / APRIL 2015

310-922-5777

2429 S. Peck Rd, Whittier CA 90601

WWW.LAFREIGHTLINER.COM/EVOLUTION

31

Desi News

Next Generation Certification Program continues The OTA was excited to launch the second cohort of the highly successful program following the tremendous buzz surrounding the inaugural Next Generation Certification.

This year’s class is comprised of 21 up-andcoming leaders in the trucking industry, which are made up of carrier members, allied trades and suppliers, — both large and small – from across Ontario and Quebec.

Delivered by the highly esteemed Humphrey Group, the program is designed as an intensive leadership development initiative for the trucking industry’s future leaders. The main objective of the four-part certificate program is to strengthen a future leader’s ability to communicate effectively and inspire action in others they work with – from drivers, to customers, to executive teams.

Speaking at a luncheon presentation to recognize the inaugural executive graduates of the OTA’s Next Generation Certification program, Tandet Group’s Ryan Tilley enlightened the audience on all of the benefits of their experience.

“The OTA NextGen program is not just about education. It provides a great transition step for those new to the OTA experience. Your future

leaders will meet like-minded peers in similar stages of their careers who will likely be new to OTA events. These young leaders all have fresh ideas and are getting an opportunity to bring them to the table at a time where our industry is going to face some significant challenges; especially with the no longer looming, but imminent driver shortage. Having this group of peers to grow up with in the OTA will certainly help create more sustainable and participative members.”

Designed as an intensive leadership development initiative for the industry’s future leaders, and delivered by the highly esteemed Humphrey Group, the objective of the four-part certificate program is to strengthen a new leader’s ability to inspire action in others – from drivers, to customers, to executive teams.

The inaugural graduating class consisted of 15 up-and-coming 15 trucking industry managers and executives. This format offered graduates an opportunity to learn and meet professionals experiencing similar career growth opportunities and challenges. OTA will be working with the 2014 NextGen graduates on the possibility of developing a second phase of the program for 2015.

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MARCH / APRIL 2015

Desi News

TND Tablet for Pro Driver Rand McNally launched the TND Tablet, saying that it’s answering calls for “one device that does it all,” which brings together the company’s TND truck-specific GPS device with an Android tablet pre-loaded with trucking applications and access to the Android marketplace.

Priced at US$499, the in-cab device is designed to serve drivers on the road, in their mobile offices, and with their lives in general. The new tablet brings together tools that drivers need while operating their vehicles – such as truck-specific routing, mileage tracking, and an on-board dash cam – plus pre-loaded applications to help manage the business of driving like document scanning, load matching, and bookkeeping assistance. And, since the device is on the Android platform, it enables drivers to check e-mail, keep up with social media, and download entertainment on a sharp, 8-in. screen. The new tablet provides all the features and functionality of the IntelliRoute TND GPS. On the road, as well as navigation, it offers the company’s TripMaker planning tool that allows drivers to create a trip on the tablet and then push the route to the TND on the tablet for routing. There’s also an eBook edition of Rand McNally’s Motor Carriers’ Road Atlas, an onboard dash cam that records video of the road ahead, and an option to use the tablet for E-logs, when paired with the HD 100 extra-cost subscription service.

For business, the TND tablet includes apps from industry-known providers, each with special Rand McNally-only offerings: like Fuel Manager, from Let’s Truck, said to offer easy, efficient, tank-by-tank tracking of fueling costs (including partials) and mileage. It should help drivers learn how to improve their trucks’ fuel performance.

There Profit Gauges, also from Let’s Truck, an accounting/bookkeeping system for owner-operators and company drivers alike, with overview screens for a quick business assessment, profit-and-loss statements, plus month-end and tax reporting.

The Truck It Smart load board allows real-time access for posting and searching loads or trucks.

As well, Transflo Mobile+ provides a one-stop solution to speed cash flow and optimize communications between carriers, brokers, and drivers by allowing scanning and submission of documents on the go (including accident and claims documents) MARCH / APRIL 2015

using the tablet’s built-in camera.

Wi-Fi connectivity allows drivers to access additional applications in the Rand McNally market, check e-mail, and download movies and entertainment for use when off-duty.

The device itself features a magnetic, commercial-grade powered mount with an additional GPS antenna, ensuring that the navigation experience is superior, the company says. The rugged mount allows for the tablet to be removed

easily for use at a truckstop, home, or in the bunk.

The company says the tablet’s 8-in. high-definition screen is its yet, with pinch

brightest screen and zoom functionality.

The tablet is also compatible with rear or side-view cameras, sold separately

33

Desi News

Beyond Traffic.

Even Transportation Secretary Foxx relies on Google

U

.S. Transportation Secretary Anthony Foxx was joined today by Google Chairman Eric Schmidt to unveil Beyond Traffic, a new forward-looking analysis from the U.S. Department of Transportation outlining the trends that are likely to shape the needs of our transportation system over the next three decades. Beyond Traffic is offered to the public as a draft to ignite a national conversation about the future of the U.S. transportation system and to objectively frame critical policy choices that need to be made. A final report will be released later in 2015 based on the ideas and public feedback generated by this analysis.

“For too long, our national dialogue about transportation has been focused on recreating the past. Instead, we need to focus on the trends that are shaping our future,” said Secretary Foxx. “In Washington, in state capitals and in city halls, it is time to sound the alarm bell: the future is calling. Beyond Traffic gives us a view into 2045 and the basis to plan for it. But not having a plan is a plan.”

The critical questions and major trends and choices identified include: How will we move? America’s population will grow by 70 million by 2045. How will we build a transportation system to accommodate a growing population and changing travel patterns?

How will we move things? By 2045, freight volume will increase 45 percent. How will we reduce freight chokepoints that drive up the cost of owning a business?

How will we move better? Technological changes and innovation may transform vehicles and infrastructure, logistics, and delivery of transportation services to promote efficiency and safety. How will we knock down barriers to new technologies that promise to make travel safer and more convenient?

How will we adapt? Climate change will include global mean sea level rise, temperature increases, and more frequent and intense storm events, all of which will impact highways, bridges, public transportation, coastal ports and waterways. How will we make our infrastructure more resilient to extreme weather events like Hurricane Sandy?

How will we align decisions and dollars? And invest the trillions of dollars our transportation needs in the smartest way

possible?

In January 2014, the Department began assembling a team of experts from across the Agency’s modes and offices. This team established a structure, took a holistic look at our Nation’s transportation system, identified key trends affecting our network, examined the potential impacts of such trends on a future transportation system, and provided a comprehensive range of policy options and potential choices.

Additionally, the team met with several transportation thought leaders from around the country.

As the report was coming together, the team shared key findings in six public webinar sessions that drew 1,300 participants.

Beyond Traffic is structured in three parts.

The first part discusses the major trends shaping our changing transportation system. The second part discusses the implications of these trends for each mode of transportation: highways, transit, pedestrian and bicycle, aviation, intercity and freight rail, maritime and pipeline.

The third part presents a description of a possible future scenario based on the trends analyzed in the previous section. It concludes with a discussion of policy options based on the implications of these trends.

As the U.S. attempts to address its growing transportation demands, it’s critical that all the data and research that exists is examined with a holistic approach to addressing the challenges ahead. This report offers a clear and honest assessment of the network’s status, deficiencies, capacity, and potential to better support our economic and social well-being. It examines not only the condition and performance of our transportation system today, but forecasts how it will look and perform in 2045 if current funding levels and policies persist.

This analysis is a framework for the future; it is not prescriptive. It does not advocate for specific policy solutions. Rather, it underscores critical decision points facing the country, by means of data-driven analysis, research, expert opinions and public engagement.

For daily updates in English & Punjabi...visit www.desitrucking.com 34

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Desi News

Bose introduces next-generation seating

B

ose introduced its next-generation vibration-cancelling Ride System, which offers drivers multiple settings and improved ergonomics.

“With the Bose Ride system II, more drivers can feel safer, recover faster, and expect a longer driving career, while traveling over more varying road conditions,” said Mike Rosen, Bose Ride chief engineer and general manager, while introducing the seat at the Technology & Maintenance Council’s spring meeting. “The Bose Ride system II is now an even better tool for fleets looking to improve their business performance.”

The new seat comes with three settings: Soft, Middle and Firm. Rosen acknowledged not all drivers liked the feel of the previous seat – at least initially. The multiple settings will allow each driver to find the setting that works best for them, and in some cases they may graduate up from the firm setting to soft, which offers the full benefits of protection against vibrations.

The Soft setting provides the smoothest ride and maximum protection against road-induced shaking, Rosen explained. The Middle setting gently follows road contours and protects the driver from shakes and bumps, while offering a slightly firmer ride than the Soft setting.

The Firm setting protects the driver while adapting the ride for rough on-road and even off-road environments, providing the best protection against bottoming in harsh conditions. It also offers a more familiar feel for drivers transitioning to the Bose Ride from traditional air-suspension seats.

The new Ride System has been designed to handle a wider va-

riety of applications, Rosen noted. While it was initially designed as an on-highway product, customers have put it through a wide range of environments and so the new-generation seat has been designed with that in mind.

Also new is a built-in driver orientation, which allows first-time users to understand how to get the most out of the seat. The high-speed electromagnetic motor is used as a speaker to play an informational audio track, while providing the motion necessary for the driver to experience what to expect from the seat.

The seat top has been redesigned by Sears Manufacturing to provide improved comfort.

The Bose Ride System II will be available beginning April 1, and won’t be priced higher than the current product. When bought in batches of 100 the Ride System costs US$2,995 per seat. Ten to 99 units will cost US$3,695 per seat.

Volvo will offer the seat as a factory-installed option later this spring.

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Understanding Tire Air Pressure

Understanding Tire Air Pressure

W

HAT IS THE CORRECT INFLATION FOR MY TIRES? Under inflated tires are the main cause of premature wear. You can avoid expensive early tire replacement with a little knowledge and time.

Proper inflation is the answer. So…what is proper inflation? How do I inflate a tire correctly? How do I keep my tires properly inflated?

DETERMINING CORRECT INFLATION Grabbing an air hose and inflating a tire to 100psi does not give you a properly inflated tire. And letting hot air out of a tire to decrease air pressure does not mean you have correct inflation. Proper inflation is based on your load, type of tires and adding the correct air pressure based on the temperature of the tire.

Let’s take a look at determining correct tire inflation. Your cargo weight determines who much load is on each axle. If your load varies it is best to use the higher weight. The axle load weight determines how much air pressure is need in the tire to make it work properly. Under inflation allows the tire to flex too much and creates tire destroying heat. Every tire manufacture has a load and inflation chart. You can find them on the internet or your local dealer.

Michelin’s chart is located at http:www.michelintruck.com.

The XLINE 275/80R22.5 G shows 85psi for and axle loaded at 18,760lbs for duals. Based on this chart you need to put the tire air pressure at 85psi. Psi is pounds per square inch pressure. Air pressure changes with temperature. The tire manufacture’s chart is based on outside temperatures around 70 degrees Fahrenheit.

More on that latter.

INFLATING YOUR TIRES Determine your tire’s brand, style and size and go the manufacture’s website for their chart. Now all you need to do is air up the tires. Wait! It is not that simple. Manufactures recommend you check air pressure before you drive when the tires are cool. Tires that are hot inside will not give an accurate inflation pressure.

It is best to adjust your air pressure after the truck/trailer has been parked for several hours, or better yet been sitting overnight. The outside temperature and the temperature inside the tire should be the same. This is what is meant by adjusting your air pressure “cold”.

Generally it takes about 20 minutes to check an 18 wheeler and should be done once a week or as need if loads change.

KEEPING YOUR TIRES INFLATED PROPERLY Get a professional quality tire gauge and calibrate it regularly.

48

- Bruce Gruver Director of Aftermarket Parts & Service Utility Trailers Sales of Central CA - Fresno

Know the loaded weight on each axle for your particular haul.

Adjust the tire pressure based on the tire manufacture’s load/inflation chart.

Adjust air pressure “cold”. After the truck/ trailer has been idle for 3 or 4 hours.

Make sure dual tires have the same psi. Or at least within 5psi of each other.

Check tires for premature wear, leaks or damage.

Use a spray bottle with soapy water to check for leaks.

Did you know the tire pressure changes as you drive? The heat generated by the tires flexing and contacting the pavement increases the tire’s inside air temperature. If the tires have been properly inflated this is normal and you should not adjust the air pressure at this time.

Knowing the proper inflation PSI, the correct temperature to get proper inflation and spending 20 minutes a week can increase your profits and keep you out of the tire shops.

MARCH / APRIL 2015

Understanding Tire Air Pressure

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Marketing Concepts for Trucking

Marketing Concepts for Trucking

- Dara Nagra MBA PMP ®

T

rucking is one of the important segments of today’s economy. Most of the industries, including trucking, are facing challenges to operate in today’s tough economic time.

One of the mean to improve the profit margins in any business is to target proper market segment and adapt the service levels to their expectations. Market segmentation is the process (in marketing) of grouping a market (i.e. customers) into smaller subgroups. This is not something that is arbitrarily done. It is derived from the fact that the total market is often made up of submarkets (called ‘segments’). These segments are homogeneous in their constitution (i.e. people in the segment have some similarities to be recognized as a group. Because of this intra-group similarity, they are likely to respond somewhat similarly to a given marketing strategy.

That is, they are likely to have similar feeling and ideas about a marketing mix, comprised of a given product or service, sold at a given price, distributed in a certain way, and promoted in a certain way.

Markets can be segmented or targeted using a variety of factors. The bases for segmenting consumers in the market include: • Demography (age, family size, life cycle, occupation) • Geographical bases (states, regions, countries) • Behavior bases (product knowledge, usage, attitudes, responses) • Psychographic bases (lifestyle, values, personality) A business must analyze the needs and wants of different market segments before determining their own niche. To be effective in market segmentation the company needs to keep the following things in mind: • Segments or target markets should be accessible to the business • Each segmented group must be large enough to provide a solid customer base.

• Each segmented group requires a separate marketing plan.

Large companies segment their markets by conducting extensive market research projects/surveys. This research is often too expensive for small businesses to invest in, but there are alternative ways for a small business to segment their markets. A small business can do the following to gain knowledge and information on how to segment their markets: • Use secondary data resources and qualitative research. They can use the following resources for external secondary data 50

• Trade Association publications and experts • Basic research publications • External measurement services • Government Statistical data regarding trade, demography, regional imbalances, language, income distribution, land holdings etc.

• Conduct informal factor and cluster analysis by o Watching key competitors marketing efforts and copying them. o Talking to key trade buyers about new product introductions. o Conducting needs analysis from qualitative research with individuals and groups.

There are many reasons for dividing markets into smaller segments. Any time there are significant, measurable differences in the market, the market can be segmented into identifiable groups.

By doing so, the company will • make marketing easier • discover niche markets • Become more efficient with their marketing resources There are different approaches to tackle different market segments: Mass Marketing or Undifferentiated Marketing: Go after the whole market with one offer and focus on common needs rather than differences Product-variety Marketing or Differentiated Marketing: target several market segments and design separate offers for each according to segment specific needs.

Target Marketing or Concentrated Marketing: Target market is the group of potential customers selected for marketing. For new products, there is a theory that different groups of people have different risk tolerances.

Innovators First 5% - 10% that adopt the product Early Adopters Next 10% - 15% Early Majority Next 30% Late Majority Next 30% Laggards Remaining 20% Innovators and Early Adopters: The innovators and early adopters are critical to launching a new product. If a company can target its initial efforts at these groups, its limited resources will be well spent.

They will become its champions. It is not an easy task to find these groups. From some studies, the characteristics of the innovators and early adopters are: Venturesome: the willingness and desire to be daring in trying MARCH / APRIL 2015

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Marketing Concepts for Trucking something new and different Social integration: frequent and extensive contact with others in one’s area Cosmopolitan: extending point of view beyond the immediate neighborhood or community Social mobility: upward movement on the social scale Privileged: attitude and possession of money (less risky to try something new), But be aware that it is not necessarily a smooth ride to go from one risk group to another. Most of the times, there is a time gap between moving from the innovators to the early adopters and then to the early majority and so on.

Target Market Influencers: In addition to targeting innovators and early adopters, efforts should be made to find the innovators and early adopters, who can influence the market. This is important for a marketing plan with a limited budget.

Rules to Market Segmentation: If a company needs to gain a viable market segment within its overall target group then there are a few rules it needs to follow: • It must be clear and specific in defining the segment.

• The identification of market segments must be as a result of well researched facts and figures.

• All its customers’ exhibit a multitude of traits and characteristics, but it must only segment ones which are relevant to what it hope to target. For example if the business is selling life assurance policies, then the company should not segment the market by height of person because the height of a person is unhelpful in helping it sell insurance policies. Age or income can be the viable trait to define a market segment.

• Don’t over segment as it will be impossible to successfully target all these groups. The company needs to aim for the largest most relevant segment.

• The company must also be able to reach its segment group realistically. If it has identified that a large segment has internet access and would like to reach them via the internet, it must also have the same technology and knowledge at its fingertips as it is available to the target groups.

• It must also ensure that it is cost effective to chase this market segment. If it costs too much to reach them or if it has to compromise its profitability to reach them, then the company needs to think whether the segment would be worth pursuing.

Always chase the largest segment first. Trim the smaller segments off the list as it may not be viable to pursue the smaller segments.

“In case of dissension, never dare to judge till you've heard the other side.”

Euripides, a Greek Philosopher At every company with a fleet there are driver disputes I have even seen drivers upset about take trips they think over who gets what load and how work is shared. Dispatchare too short or even trips that are too long. Sure we are all ers have a difficult time trying to meet the all important allowed personal preferences for the type of work we want customer demands while balancing the revenue stream but drivers usually only really complain about these things for all the drivers. This balance is what causes the comif they think they are getting an unfair share of them. No mon perception that dispatchers “lie”. Truthfully the disone wants the short end of the stick all the time. patcher cannot do anything without the cooperation of both When a new contractor comes to our fleet I always ex- Ken Davey the fleet and the customer. When that cooperation breaks plain that we dispatch first in first out, whenever possible. down, loads are late and drivers are stranded. Even though However, in an individual dispatch situation we have to the customers concerns are paramount when making dispatch deci- consider customer service, empty miles, equipment type and driver sions, the company philosophy is the framework the dispatchers use capabilities. In addition there are factors that don’t have to do with for making these decisions. As a driver or contractor, try to look that specific dispatch that need to be considered too. For example, at the overall picture to see the rational of how work is distributed some senior driver have what use to be called “bid runs” or schedrather than worrying about someone being dispatched 2 hours ahead ules and they need to be moved for seniority reasons to get back to of you. the origin of the bid run. Another example where I would move a In general, the higher the percentage of contractor trucks on the truck out of turn is when the contractor has had some trouble, like fleet, the better contractors will be treated on a fleet. For example: if his transmission was just rebuilt. We would try to slip him a little when I worked for Atomic Transport, they strove for a 50-50 split of extra work to make up his cash flow after the downtime. company trucks to contractors on the fleet. They tried hard to share However at every fleet there should be not only fairness but the work fairly between company trucks and contractors. However, appearance of fairness. At our company, and every other company I when times were hard they simply laid off contractors and operated have worked for, dispatchers are forbidden to accept gifts of favors with the core of company trucks. from drivers. Even if the drivers means the gift to be completely In fleets like ours, where the entire fleet is contractors, we work a gift and not a “bribe” for future favors, the perception for other hard to share the work equally, yet still respect the long term drivers. drivers is that the driver offering the gift may get special treatment.

When times are really tough, we do not lay off driver’s but struggle I know that the world looks different through a windshield than it to open up new lanes and share what work we have. Some Contrac- does from behind a desk. tors leave thinking they can make more elsewhere or because they However no carrier or dispatcher will make perfect decisions don’t want to run the new lanes. But no one get left out in the cold. about your routing or work assignments. Next time you are wonderI find that when everyone is making good money the work disputes ing about why you are waiting or why you got the troublesome load become more about work preferences. Driver don’t like to handle again, at least you know some of the factors that went into making freight or haul heavy loads, sit overnight or drive in bad weather. the decision.

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MARCH / APRIL 2015

Desi News

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53

Desi News

Logistics Nightmares due to economic influence of China

D

ecades ago the Chinese New Year holiday, also known as Spring Festival, had little impact outside of China. But as the country gained outsized economic influence, the holiday, which has enormous cultural significance in the Chinese-speaking world, has become more prominent. This is how it ripples around the world.

Chinese factories shut down for the holiday and then some, with hundreds of millions of migrant workers heading to their hometowns, part of the world’s largest mass movement of people. In the lead up to the holiday, factories run flat out to fill orders before shutting. The holiday itself runs from Feb. 18 to 24 this year, but workers start setting off as much as two weeks earlier on packed trains and buses.

After the holiday they may take the same amount of time to return, or not. The holiday is a prime occasion to switch jobs.

It all means an annual headache for retailers and importers overseas who rely on China. Shipping companies warn customers that China’s transport and logistics networks are at capacity and their shipments must be at ports two weeks ahead of the holiday to stand a chance of getting on a boat before the country shuts down.

This year, shipping delays are compounded by a slowdown at U.S. West Coast ports.

Stock market trading shudders to a halt as mainland China shuts for an entire week and financial hubs such as Hong Kong and Singapore take a break as well, albeit shorter. Numerous other countries including South Korea and Vietnam also observe Lunar New Year holidays. Muslim majority Malaysia and Indonesia, with large Chinese minorities, take holidays too.

Trading volumes `”drop off considerably” about three working days before the start of the holiday, said Andrew Sullivan, managing director at Haitong Securities in Hong Kong. This year, Friday was “the last day that you can sell in Hong Kong and get your money before Chinese New Year” under trading settlement rules, he said.

Foreign investors also tend to wind down trading in Asia as the holiday nears, Sullivan said.

Because the Lunar New Year never falls on the same date, it plays havoc with Chinese economic data at the start of the year. Economists are cautious not to read too much into figures from January or February, and prefer to wait until March to see the trends lest they make an incorrect interpretation of the world’s second-biggest economy. Last year, the holiday started on the last day of January which meant activity was more compressed as factories rushed to 54

get their orders out the door. This year, the holiday falls about two and half weeks later, so factories had more time to work on orders.

The result is that this year’s January trade data, for example, was artificially weak.

“We always warn about the CNY effect and the risk of reading too much into these figures at this time of year,” said Julian Evans-Pritchard of Capital Economics.

“This affects most of the data out of China in January and February as well headline export growth in countries such as Korea that are heavily dependent on the Chinese market.”

The holiday is celebrated by Chinese communities around the world. In San Francisco, where about one in five residents is of Chinese descent, the celebration is stretched over a few weeks, with fairs, beauty queens, bazaars, lion dances and deafening firecrackers in Chinatown. The festivities culminate in the San Francisco Chinatown Chinese New Year Parade, complete with feisty 270-foot-long (82 metres) dragon. It’s such a big deal that schools close for the holiday.

Pius Lee, chairman of the city’s Chinatown Neighborhood Association, said its Chinese New Year celebrations resemble those in Hong Kong and Shanghai, especially the parades and family reunions where food is abundant and children get red envelopes filled with crisp “lucky” dollar bills.

But unlike in China, San Francisco workers will take just two or three days off, said Lee. `”We can’t follow China’s system because the cost of shutting down for many days here is a lot higher than in China,” he said. Lee said many grocery stores and other shops close for two or three days but a handful remain open to tend to the tourists who flock to the downtown neighbourhood for a glimpse of China.

The festivities have also embraced foreign culture. For example, the traditional red envelopes, usually decorated with gold Chinese letters, are sold by Chinatown merchants with pictures of Pokemon and Disney characters.

Just because it’s a holiday doesn’t mean there won’t be any major surprises. Chinese officials are notorious for releasing big news during important holidays, unexpected announcements that “hit you with your pants down unprepared,” said Francis Lun, CEO of GEO Securities. The timing may be an attempt to reduce the impact on financial markets, or for the more skeptical, to bury bad news. In 2011, the central bank raised interest rates at the tail end of Chinese New Year.

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Desi News

Easing up on the throttle does save.

T

he Technology & Maintenance Council’s annual spring meeting is where Dana took the time to raise awareness about the benefits – and risks – of engine downspeeding A reduction in engine speed of a mere 100 revolutions per minute translates to a 1% improvement in fuel economy, which means there is significant savings to be had by specifying downsped powertrains, according to Steve Slesinski, global product planning, commercial vehicle driveline technology with Dana. However, reducing engine speeds and specifying faster rear axle ratios also places greater torque on downstream components such as the driveshaft.

Dana promotes a two-pronged approach to protecting against damage that can be caused by the extra torque generated by downsped powertrains: torque-limiting the engine and fortifying the drivetrain.

Slesinski said Dana has come out with products engineered specifically to perform with downsped powertrains. These include the Spicer AdvanTek 40 tandem axle, the SPL 350 driveshaft and the

SPL 250 inter-axle shaft. Engine providers can set parameters that torque-limit the engine and reduce the risk of damage caused during low-speed maneuvering, however that won’t protect against highcycle fatigue, Slesinski said.

While today’s downsped powertrains typically aim for a 1,150 rpm cruise speed, Slesinski said the trend is expected to continue.

“We think rpm is going to continue to go down because of the big benefit you have by improving the efficiency of the engine,” he said, noting cruise speeds of 900 rpm could be attainable in the near future. To this end, Dana is anticipating the need for products that can handle the demands of downspeeding without adding substantial cost and weight to the vehicle.

The company also has taken a leadership role in educating the industry about the benefits of downspeeding, through creation of a new online training module that will go live later this year. The program will help dealers, fleets, service managers and others understand the implications of downspeeding, Slesinski said.

Dana also launched a new drive axle lubricant designed for highefficiency drivetrains. The all-synthetic Spicer XFE 75W-90 axle lubricant is designed to further reduce operating costs by as much as $730 over a five-year life-cycle. It also qualifies for a 500,000-mile service interval.

Combined with the AdvanTek 40 axle and an engine that is downsped by 200 rpm, a customer can achieve fuel savings of about $9,835 per vehicle over a five-year period based on US$4/gallon diesel prices.

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Finally, Recognition that small businesses are the economic generators – at least in the US.

S

mall businesses won a victory in the U.S. House of Representatives on Thursday, Feb. 5.

The House passed HR527, the Small Business Regulatory Flexibility Improvements Act of 2015, by a vote of 260-163.

The act now moves on to the Senate for consideration.

The act would require federal agencies to analyze the cumulative effects of their rulemakings, guidance and policy statements on small businesses.

If it becomes law, the act would also equip the Small Business Administration with the authority to support, or intervene, on a rulemaking and require the U.S. Government Accountability Office to report on the implementation.

While the act is not specific to trucking, it would affect the actions of the Federal Motor Carrier Safety Administration, Environmental Protection Agency and National Highway Traffic Safety Administration by requiring them to ensure that their actions – separately and combined – are not unfairly punishing small businesses and their ability to compete with big business.

Approximately 500,000 for-hire motor carriers in the United States are identified as one-truck owner-operator businesses, and 90 percent of all truck fleets in the U.S. are made up of 20 or fewer trucks.

The U.S. Congressional Budget Office estimates that regulatory agencies issue 3,000 to 4,000 final rules each year. The majority of them come from the U.S. Department of Transportation, Homeland Security, Commerce and the EPA.

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Mack Trucks names its best

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n 2014, the family-owned business grew tremendously surpassing sales goals by almost 50%. In addition, Vanguard, with centres in Arizona, Georgia, Missouri and Texas invested more than $5 million to modernize its Phoenix facility.

Mack also named its 2014 winners for its regional sales divisions. The winners are as follows: • Northeast Region: Bergey’s Truck Center, Souderton, Pennsylvania • Southeast Region: Tri-State Truck Center, Memphis, Tennessee • Central Region: M & K Quality Truck Sales, Summit, Illinois

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• Southwest Region: East Texas Mack Sales, LLC, Longview, Texas • West Region: Vanguard Truck Center of Phoenix, Phoenix, Arizona • Canada Region: Mid-Ontario Mack, Barrie, Ontario, Canada The Used Truck Dealer of the Year award went to Mack of Nashville, based in La Vergne, Tennessee.

“As representatives of Mack Trucks, these award winners are without equal,” said Stephen Roy, president, Mack Trucks North America. “I am extremely proud of their commitment to our customers’ success through their dedication to exceptional service.”

Michigan office: 1064 Hackerman Dr, Temperance, MI 48182 | Phone: 734-847-0178

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Desi News

Surprise!!

Commercial Vehicles get one tenth of the speeding charges as Non-Commercial.

T

Serving California’s Transportation Needs Since 1930

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TA Allied member California Truck Centers is made up of five fullservice dealerships that represent the brands of Freightliner, Western Star, Isuzu, Condor, Sprinter. We serve thousands of customers, both in and traveling through California with our dealerships located in Bakersfield, Fresno, Stockton, Sacramento, and Oakland. For more than eighty years, through the efforts of our dedicated and talented employees, California Truck Centers has been honored with many industry awards for our achievements. Our employees, combined with the superiority of the brands we sell and service, from the foundation of our company’s recognized position as the dominant dealership group in our industry. California Truck Centers is the very best at what we do!

Fresno Truck Center is our original location and has been a CTA member for over 65 years. We have served California transportation industry since 1930 and continue to move strong in supporting CTA and our state Carriers. Lee Howard, fourth generation has become very active in CTA within the Central Valley Unit and the State. Glenn Richardson of Delta Truck Center and Mike Munoz of Bakersfield Truck Center have both spent time as the chairperson for their respected units.

Our dealerships provide our customers with the largest inventory of new trucks found anywhere, and offer the largest and best-maintained selection of used trucks in our area as well. Our Service and Parts Departments are conveniently open 7 days each week to better serve you.

Our repair centers, the best in the West, are renowned for speedy turn-around times and low repair costs. We also service other makes of medium and heavy duty trucks as well. We would be happy to provide you with the best care when the need arises. We carry an extensive inventory of parts for our represented brands of trucks and engines.

Stop by, Say Hello. Ask us about CTA. Have a CARB question? Our Sales staff has the best knowledge of the most updated rules and regulations, as well as grant programs available to assist you with compliance. Let us welcome you to our family.

Check Out website www.CaliforniaTruckCenters.com for more info.

58

he results from a recent highway law enforcement campaign showed non-commercial vehicle drivers were cited for speeding at a ratio of nearly 10 to 1, compared to commercial truck drivers.

Enforcement found non-CMV drivers speed significantly more so than CMV drivers, and issued them a warning or citation for speeding in 52.3 percent of the traffic stops, compared to just 5.8 percent for CMV drivers.

That’s from the Commercial Vehicle safety Alliance’s (CVSA) 2014 Operation Safe Driver mobilization campaign. CVSA, in partnership with the Federal Motor Carrier Safety Administration (FMCSA), state, provincial and local law enforcement in Canada and the US launched the campaign in 2007.

Law enforcement officers pulled over 59,080 commercial and passenger vehicle drivers during the effort and 24,184 North American Standard Roadside Inspections were conducted.

Other numbers resulting from the week-long campaign which took place last October: • The number of warnings and citations per contact to CMV drivers was 0.45 whereas the number of warnings/citations per contact to non-CMV drivers was 1.27 – nearly triple the amount.

• The percentage of warnings and citations issued to CMV drivers for speeding decreased from 7.3 percent in 2013 to 5.8 percent in 2014, while the the percentage issued to non-CMV drivers for speeding also decreased – from 56.0 percent in 2013 to 52.3 percent in 2014.

• The percentage of non-CMV drivers issued warnings and citations for alcohol possession/use/under the influence in 2014 was 1.7 percent, up from 1.5 percent.

Ontario and Quebec are the only two jurisdictions in North America that have rules requiring speed limiters set at 105 km/h be set on all trucks operating in those provinces.

Nobody factored in that truckers are pretty much in constant contact via CB Radio. It’s surprising the number of citations for CMV was as high as it was.

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