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Where The Truck

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Page 34 - 43

Average Age of Canadian Truck Driver knyfIAn tr`k frweIvr dI AOsq aumr

Used Volvos, Freightliner, Petes, Kenworths and more

Google’s Data-Trove Dance

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US Regs could create Million-Driver Gap by 2016 jy swry inXm lwgU kr id`qy jwx qW 2016 q`k AmrIkw iv`c tr`ikMg ieMfstrI nUM 10 l`K frweIvrW dI loV


Are Small Carriers Discriminated Against? Coty kYrIArz pRqI CSA dw fwtw ikvyN ivqkry BirAw hY?

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HOS Rules Stand kort ny AYc E AYs dIAW bhu`qIAW DrwvW nwl sihmqI pRgtweI

Understanding your Clutch

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Fuel Tax

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Trucking Insurance

21 24 Hours Road Service

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Are You Choosing The Right Route For Your Truck? - Dara Nagra

26 au~qrI AmrIkw iv`c tr`kw nMU A`g l`gx kwrn Julsy sYkVy pMjwbI nOjvwn..? 29 EAST BAY TIRE FRESNO CELEBRATES 10TH ANNIVERSARY 40 New and Strategic Tactics used in Cargo Theft

49 Coming to Central Valley, CA

41 Shippers fined $440K for violating fuel regulation 42 Mandatory Training for Entry Level Truck Drivers: The Time Has Come 54 US Bill Would Expand States’ Ability to Regulate Ports 59 Armed Mountie to keep eye on U.S. truck inspection pilot project in Surrey


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Editor’s Note / sMpwdkI Publisher Prime Focus Media Group Inc. 1-877-598-3374 (Desi)

Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Raman Singh Pankaj Grover Contributing Writers Ken Cooke David Brown Pash Brar Jag Dhatt Mike Howe Dara Nagra Ray Gompf Ken Davey Sonia Nanda Santokh Minhas Art Director Avee J Waseer Cover Design Translator Onkar Singh Saini

Change your attitude from ‘Who Cares’ to ‘I Care’ Care is a word of vast importance in everyone’s life, yet its meaning depends on its usage. We all have complaints during various points of our lives. For some, these complaints occur on a daily basis that others are very careless or that they don’t care about “me”. But we rarely stop and think of how much we care about others. Rather than telling others to care, it is more important to change our attitude to ‘I care’. On the road, we regularly see careless drivers, who put othDilbag (Ron) Dhaliwal ers’ lives at risk. It is even more dangerous when driving a big vehicle like a semi-truck with a single, or even multiple trailers. People see us as professional drivers and we must remember to always be professional, not only while driving, but even as we approach our trucks in the parking lot to start our day. We must care about every detail, beginning from the pre-trip inspection to the end of the day shut-down. Being careful will definitely make our operations smoother and roads safer. In this issue, our cover story is on, ‘Where the Truck Meets the Road’ and focuses on technology in tires, suspension, and other related concepts. As I mentioned above, in a big rig operations, every single thing counts. Now-a-days, especially in transportation operations, it doesn’t matter how much you make, but how much you make per mile. As you flip through this issue, you will notice that we have highlighted various products and provided information to make you aware on how you can take more money home at the end of the day. Ultimately, it is your decision on how careful you wish to be. Even when making any purchase, take expert advice and research carefully about the products you need and the results being claimed. Practice makes a man perfect but knowledge makes a man smarter and wiser. Be a smart trucker, make more money, and always take care. Enjoy your time with family and friends. See you in the next issue.

Awpxy suBwA nUM ‘iksnUM pRvwh hY’ dI QW ‘mYnMU pRvwh hY’ iv`c bdlo[


Pankaj Grover

Raman Singh

Cell: 650-333-6181 E:

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All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: Prime Source Media Group 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.

Find us on SEPTEMBER / OCTOBER 2013

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Where the Truck Meets the Road ij`Qy tr`k dw myL huMdw hY sVk nwL The truck meets the road on less than one square foot piece of hr tr`k dw ie`k twier kyvl ie`k vrg Pu`t qoN vI G`t sVk nwL pavement beneath each of the tires on your truck. lgdw hY[Blw aus smyN bwry soco jdoN sVk ‘qy mINh dw pwxI KVHw hovy Think about that when you are on that rain soaked road and Aqy tr`k ‘qy 80,000 pONf dw Bwr hovy[ies smyN do sikMt dI bcwA you are grossed up around that 80,000 pound mark. pRikirAw bwry soco ik jy ie`k kwr ipiCEN AwauNdI hY Aqy quhwnUM pws Think about that when you are trying to maintain the two seckrky ie`k dm quhwfI lyn ‘c quhwfy A`gy Aw jWdI hY[ ies qrHW dy smyN ond safety margin and wonder if two seconds is enough and then pqw hI nhIN cldw jdoN A`K dI Jpk ‘c hI ku`J ieho ijhw ho jWdw hY that car passes you and suddenly careens out of control as it comes ijsdI ik Aws vI nhIN huMdI[ back into your lane far too close invading your safety margin. But jy quhwfy cwry twier vI sVk nwL l`g ky cldy hn qW ie`k smyN it’s not enough for you to have maintained v`D qoN v`D 4 vrg Pu`t qoN vI G`t sVk dw QW your two second margin or greater when unlYNdy hn[ jy 6 twier hoxgy qW ieh 6 vrg Pu`t foreseen events happen in a blink of an eye. qoN vI G`t QW lYxgy[ies qrHW hI jy ieh igxqI If you have four tires on the pavement 10 hovygI qW ieh igxqI vD ky 10 vrg Pu`t you have well less than four square feet of ho skdI hY ijs qoN c`lx Aqy KVHn dI tRYkSn contact with the road. If you have six tires on Bwv iK`c dw pqw lgwieAw jw skdw hY[ the pavement, then somewhat less than six jy tRYkSn Bwv sVk nwL Coh nhIN hovygI square feet and with ten tires on the pavejW qusIN sVkI hwlwq dw pUrw iDAwn nhIN r`K ment, that’s somewhat less than ten square rhy[ jdoN rPqwr ‘c jw rhy ho qW pwxI kwrn - G. Ray Gompf feet from which you gather the traction to tr`kW dy twier sVk nwL Awpxw sMprk guAw move and the traction to stop. If you don’t bYTxgy Aqy quhwfy leI ie`k dm spIf Gthave the traction – or the ability to adhere to wauxw vI muSkl hovygw[ ies dw nqIjw ieh the road – then you are going to hydroplane at speed and you are hovygw ik quhwfw tr`k A`gy jw rhI kwr ‘c v`j skdw hY[ not going to have the traction to reduce your momentum quickly. ies qrHW dI hwlq ‘c ieh quhwfy leI Kqry qoN ibnw sVk ‘qy jw More likely you’ll be sliding out of control behind the car that’s rhy Aws pws dy frweIvrW leI Kqrw ho skdw hY ijhVy ik ieMny mwihr gone out of control in front of you. nhIN[ies leI twierW dw sur`iKAq fRweIivMg dw pRBwv kyvl tr`kW ‘qy Those tires you have between the road and the disaster outnhIN sgo N hr ie`k sVk ‘qy jwx vwly vhIkl ‘qy pYNdw hY[ ies leI lined above are most critical to both your safety and the safety of ieh zrU r I hY ik tr`kW dy twierW ‘c hvw dw dbwA TIk r`iKAw jwvy[ those less skilled drivers around you. Therefore, tires are most imies qrH W hI tr`kW dy c`ikAW dI shI AlwienmYNt Bwv kqwrbMdI portant to the safety and operation of any vehicle not just trucks. r` K x nwL twierW dI aumr hI nhIN vDdI sgoN Prym Aqy tr`k dy hor Maintaining proper air pressure inside the tires is critical. Maintainih`isAW ‘qy pYx vwLw vwDU dbwA G`t rihMdw hY[ bhuq swry twier ies ing proper alignment of the wheels not only prolongs the life of krky hI sVk ‘qy toey hox kwrn nukswny jWdy hn[ BwvyN ienHW toieAW the tires but also relieves undo pressures on the frame and the qoN bicAw nhIN jw skdw pr ij`QoN q`k ho sky ienHW qoN bcxw cwhIdw hY[ parts and pieces that connect the frame and the wheels. The road v`fy tr`kW dy twier AYlmInIAm irMmW ‘qy vI huMdy hn[ ies dy surface itself can have detrimental effects on longevity of tires. keI kwrn hn[ pihlw kwrn ieh hY ik ienHW dw Bwr stIl irMmW Many a tire has been destroyed beyond help by potholes. Often qo N bhu q G`t huMdw hY[inscq h`d ‘c hox krky v`D lof leI Pwiedw these potholes are unavoidable however many times they can be rihM d w hY[keI vwr sohxI id`K leI keI tr`k mwlk ie`ko AYksl ‘qy avoided and should be. stIl Aqy AYlmInIAm vwLy irMmW dI vrqoN vI krdy hn[ auh bwhr On big trucks many tires are mounted on aluminum wheels for vwLy pwsy qW AYlmInIAm lw idMdy hn pr AMdr stIl hI rihx idMdy several reasons. Mostly, aluminum wheels weigh considerably less hn[pr ies qrHW krnw au`nw icr Kqry qoN KwlI nhIN ijMnw icr ienHW than steel wheels and it’s always better to have payload rather than dy ivckwr iksy iksm dw bPr nhIN lgdw[ weight of the vehicle and its components. The lighter the vehicle ieh ies qrHW huMdw hY ik dohW DwqW ‘c keI vwr rIAYkSn Bwv itself the more room for payload within the regulated limitations. pRqIikrAw hox kwrn lg nt dI stIl tu`tx kwrn irMm nUM nukswn Sometimes for aesthetic reasons, some owners will mix aluminum and steel wheels on the same axle. They’ll put the aluminum phuMcwauNdI hY[ twier bdlx vwLw ijhVw plwsitk dw Cotw ijhw irMm on the outside tandem and leave steel on the inside but this is a quhwfy AYlmInIAm dy irMmW ‘qy JrItW nw pYx leI cwVHdw hY do DwqW dangerous thing to do unless there is some sort of buffer between ‘c bPr dw kMm krdw hY[ pr Awm krky TIk ieh hI rhygw ik nwL 8


Where the Truck meets the Road

the two metals. You see, what happens is there is a reaction between the two metals and the steel will crack around the lug nut holes breaking the wheel and it doesn’t take too long to for this reaction to happen and you loose a wheel. Often that little plastic rim the tire changer puts on over your aluminum wheels to protect them from scratching when changing the wheels will suffice as a buffer between the two different metals, but it’s just best for all concerned never to mix two different metals on adjoining wheels. That brings us to suspension of the truck. This is what connects the wheels to the frame. There are several types of suspension and sometimes there are multiple types on the same truck. For instance the front or steering axle is usually fastened to the frame by leaf springs. These are steel plates about two inches wide and maybe a quarter of an inch thick. There are probably eight leafs in this spring set up, with one about four feet long actually making the connection to the frame and then slightly shorter leaves as the spring goes down to the axles. These steering axles leaf springs can withstand about 15,000 pounds before breaking. While trucks won’t put more than 12,000 on the steering axle, when a pothole bounces the tire, there is a point at which that 12,000 pound load can become nearly half that again briefly and could snap one or more of the leaves in the spring. Also as part of the suspension are shock absorbers. These shock absorbers take most of that extra weight applied to

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the springs when such bumps slam too much weight onto the springs. Shock absorbers are critical because absorbing this extra weight and saving the damage done to springs keeps you able to steer the vehicle. The power steering also helps you take the shock of the road. If not for shock absorbers and power steering, those bumps and humps on the road would break your thumbs and fingers as the steering wheel would thrash around. That road surface gyration on the steering wheels would be fully transferred to the steering wheel you are holding and would easily break your grip, if not your bones, if not for the parts and pieces absorbing and eliminating the shocks of the road. In the old days, we had to learn how not to wrap our thumbs inside the steering wheel because they would have been broken constantly. In the old days, more than one trucker walked around for months with casted thumbs healing from a break because the spoke of the steering wheel slapped into his thumbs because of the way he had grasped the steering wheel. The fact of pretty good roads, city bypasses, and better tires – namely radial, better suspen

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Where the Truck meets the Road

sion parts, better technology, and simply better vehicle production methods and procedures, better seats all have made the life of a trucker much easier on the human body. Today you can thank those old truckers that went before you that created a much better product for you to drive. I do have some problems with the new technologies that are removing the thinking part of the trucker’s job. Today’s modern trucks are more computer than mode of transport. While the computer takes over what will we have in the future? Will the driver actually steer the truck or will that be done by a computer? What happens when those computers fail? And, they will fail. Will the driver be competent enough and know the vehicle well enough to regain control and bring it to the shop for repairs? Every time we take a responsibility away from the human and give it over to a computer the human looses the ability to reassume control and often the reaction time needed to assume control of the computer is not adequate enough to avoid disaster. I hate to bring it up, but it’s fresh in our minds. There was a recent crash of an airplane in San Francisco in which four seconds before touch down the computer was still in control and the pilot – who, the media reported, was on his first landing of this particular type of aircraft. The pilot was a more than capable pilot of many types of aircraft and the difference, in my opinion, between this particular 777 and any other aircraft he’d flown would be similar to always having driven a Kenworth and suddenly you’re driving a Volvo. But, nonetheless, there was a big deal made out of the fact that this pilot was not experienced in flying the 777. The pilot took human control of the aircraft four seconds before touch down and didn’t have enough time to assume control from the computer to recover and power out of the problem but crashed into the end of the runway and the plane broke apart. Fortunately, there were only a few deaths in this incident and there are many people still alive to report on what happened. Will we be allowing computers to control the trucks on the road to the point where when the human realizes there’s something wrong, it will be too late to correct? My opinion says that while computers will be a major part of trucking for the foreseeable future, we shouldn’t be allowing the computer to be in charge.

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Additional Parts Extra

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2680 S. EAST AVE.

(559) 237-2001 á 800-537-2600


¥ Inspect Suspension ¥ Align Two Axles ¥ Install New Pivot Pins (2)

Includes oil filter, fuel filter, fuel pump strainer, air cleaner element and oil. Includes quick-check procedure & pre-trip inspection. Additional cost if additional inspections or repairs are needed

















• Replace 8 each shoes with Haldex 23,000# Lining GD4515Q • Install 4 each new Euclid Brake Spring Kits E-4515QHD-N


(209) 444-8800 á 800-624-9644

Since 1936





Since most ready-mix carriers spend less than half of their work time driving, the National Ready Mix Association is seeking an exemption from the 30-minute break requirement. On average, the typical will carry about four loads per day and only driving on average about 14 miles one-way. The FMCSA will be looking at the comments and recommendations before making a decision. Western Star Trucks Inc., in collaboration with Klein Products Inc., announced the availability of high-capacity water tank truck, capable of carrying 6,500 gallons of water. Western Star sought the Ontario based Klein to develop the specialized 4900XD water tank truck. The new truck features a low center of gravity, a rollover protection system, and heavy duty suspension to maximize stability on uneven terrain while providing a comfortable ride. LED headlights will be standard equipment on Freightliner Cascadia and Cascadia Evolution trucks. The lights, produced by Truck-Lite, will not only be cost-effective, but will also enhance vehicle safety. LED lights improve visibility, reduce the draw on a vehicle’s electrical system, and last up to 50 times longer than conventional lighting systems.

The Canadian Trucking Alliance, Ontario Trucking Association and CargoNet are holding a full day conference that focuses on cargo crime. In Hamilton, thieves entered a carrier’s property and simply drove away a 2003 tractor and trailer that was loaded with bathroom products. Crimes like this are happening more and more often and carriers are encouraged to take extra precautions with their equipment.

“For Daily Updates” Please Visit Us at SEPTEMBER / OCTOBER 2013

Ivor Evans, who has been a member of Meritor’s Board of Directors since 2005, has been named the company’s chairman of the board, chief executive officer, and president. Evans has an impressive job history, where he held positions of CEO and president at Union Pacific Railroad and vice chairman of Union Pacific Corporation. He also held various executive positions at Emerson Electric Company, Industrial Components, and General Motors Corporation.

Wabco and Huf Electronics are partnering to develop Wabco’s next generation tire pressure monitoring system for trucks, buses and trailers. This new system will be available to original equipment manufacturers in mid-2014. Wabco says customers will be able to choose internally or externally mounted tire sensors or a mix of both types. Tire leakages are the biggest reason for commercial vehicle downtime. In addition, proper inflation of tires can extend tire life by as much as 20% and can reduce fuel consumption by up to 2%.

On July 1, Cummins Eastern Canada opened its Northern Newfoundland Branch, where customers will now have access to service, sales, parts and repairs for generators and Cummins engines. Mike Christodoulou, president of the company, said this new infrastructure was necessary to service the local and in-transit customers with exceptional service excellence. Within a short seven months, ten thousand orders have been placed for the International ProStar with Cummins’ ISX15 engine and Cummins SCR aftertreatment system. “We brought Cummins ISX back for a reason – our customers demanded a capable and efficient 15-liter solution within our International ProStar chassis,” said Bill Kozek, president, North American Truck and Parts. Navistar also put the Cummins engine into the PayStar 5900 Set-Back Axle and the International 9900i in April of this year. Orders have already been placed by Knight, Penske, Ryder and Swift, with many more coming.

Compared to 2009, the value of goods moved between the USA and NAFTA partners rose by 77.5%. Michigan led all states in good transported to and from Canada for the 10th straight month, with $6.4 billion in goods movement. Freight transportation continues to be a huge economic factor in North America.



tr`ikMg kMpnIAW dy Krcy vDx dy kwrx Overall Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Well maintained fleets keep the tires within 5 psi of this setting when monitoring inflation pressure. 1. Low Inflation Pressure Under-inflation is the biggest issue in the industry. It is the number one cause of premature tire removal. With the advancement in today’s radial casing, it is virtually impossible to determine if a tire is properly inflated without using a pressure gauge. Periodically calibrate the gauges using a master gauge. Over time, usage conditions can cause a pressure gauge to loose accuracy beyond the 2 psi manufactures tolerance range. The time and effort required to verify gauges and to check tire pressure is time well spent. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: An inflation pressure mismatch of greater than five psi will result in the two tires of a dual assembly being significantly different in circumference resulting in irregular wear and can also lead to eventual tire loss due to premature casing fatigue. A difference of five psi between steer tires will cause the vehicle to pull to the side with the lower pressure. Additionally, under inflation results in internal tire heat build up and potentially premature tire failure. 2. High Inflation Pressure Over inflated tires increase the likelihood of crown cuts, impact breaks, punctures, and shock damage resulting from the decrease of sidewall flexing and an increase in firmness of the tread surface. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: Increases the probability of potential casing damage. This change in contact patch footprint could result in a reduction of traction and tread life. 12

3. Missing Valve Caps Missing valve caps are a primary source of low inflation pressure. Valve caps are used to keep debris out of the core and act as a secondary air seal if the valve core happens to leak. Verify there is a good tight seal by use of a spray type leak detector. A good “metal” cap with a rubber seal will hold air in a tire without a valve core. Goal: Install suitable valve caps on all wheel positions. Consider the use of inflate-thru valve caps for easier pressure maintenance. Effect: The number one cause of air loss in tires can be attributed to missing valve caps. Operating without valve caps can result in under inflation and the conditions mentioned above in 1 and 2. 4. Dual Mismatch Inflation Pressure Dual mismatched pressures can cause a permanent irregular wear pattern to develop and within a few weeks can potentially be a cause of early tire removal. Dual mismatched pressure will also affect the matched tire, causing accelerated tread wear and casing fatigue. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Well maintained fleets keep the tires within 5 psi of this setting when monitoring inflation pressure. Effect: This irregular wear can result in early removal or require tire rotation to minimize the effect. 5. Dual Mismatch Height Dual mismatch tread depths (tire height differences) will cause irregular wear. Additionally, the larger tire (the one with the greatest tread depth) will become over-fatigued due to bearing more weight, this accelerates premature casing failure. Goal: Match tires in dual assembly with equal tread depths. Well maintained fleets use +/- 4/32" of tread depth as maximum allowable difference in overall height between the duals. Effect: Dual mismatch tread depths can cause a permanent irregular wear pattern in a few weeks resulting in early removal or a lost casing. 6. Irregular Wear Proper inflation pressure, correct toe settings and proper alignment can prevent most irregular wear. Steer, drive, and trailer axle alignment verification and/or correction can be performed with a minimal cost or investment in equipment. Goal: Reduce irregular wear by proactive tire and vehicle maintenance programs. Effect: Once a wear pattern develops, it will continue until the tire is rotated or removed to be retreaded or scrapped. Diagnosis and correction ot the cause is part of the solution in preventing future conditions. Average occurrence of irregular wear typically results in a loss of tread life resulting in a much higher total cost of ownership. SEPTEMBER / OCTOBER 2013



Proper Tire Inflation

is Important

Understanding the difference between a properly inflated tire and an under inflated tire is important both for public safety and because it is required. The Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, and Accountability (CSA) program measures the on-road safety performance of carriers and drivers. There are seven different areas by which drivers and carriers earn scores in the Behavior Analysis and Safety Improvement Categories (BASIC), one of which is vehicle maintenance. It’s also important to note that in the United States, drivers are responsible for conducting inspections using the Federal Motor Carrier Safety Regulation (FMCSR) Parts 393, 396 and Appendix G to Subchapter B which covers the Minimum Periodic Inspection Standards for new tires and retreads. Violations stay with fleets and drivers for 24 months, so it is important to take proper tire inflation seriously. Because of the ramifications of not having maintaining properly inflated tires it’s important to understand the definition of what an under inflated tire is. Unfortunately, there is no clear or agreed upon definition. At the most basic level, under inflation is any pressure less than the manufacturer recommended for tire load. Inspectors are able to use their best judgment, making the definition subjective. For a tire to be considered flat (an 8 point inspection deduction) it is generally accepted as 50% or less of the maximum inflation molded on the sidewall regardless of the load being carried. Under inflation is also left to the subjectivity of the inspectors. Under inflation is a 3 point inspection deduction, but it is also generally accepted that inspectors won’t check tire pressure unless a problem is suspected. Why is this? Well, it’s complicated for inspectors because they need to determine the proper inflation pressure of a tire, which means they need to know the temperature of the tire and the load on the tire. It’s just not as simple as taking the pressure. Without a very clear and concise definition of under inflation that everyone can agree on and understand, it will be a challenge for inspectors to be consistent in their interpretation and application of the definition. It was easier in the past when tires had tubes. It was common practice then that inspectors would subtract 15 psi from the gauged pressure of the tire to compensate for temperature. For example, a hot tire gauged at 85 psi would be considered cold-inflated to 70 psi. If that seems low, consider that according to the Goodyear’s and Bridgestone’s Load & Inflation tables, a 70-pound tire can still carry a load of 3,875 pounds. Michelin allows up to 4,500 pounds at 70 psi. Even at 3,875 pounds per tire, that would still allow 31,000 pounds over a tandem axle group. Then the question becomes whether or not that tire actually underinflated with a light load? So, where the definition ultimately ends up remains to be seen. Most truck drivers and fleets are not being ticketed for under inflation, but 3 points on an inspection for BASIC can certainly have a significant impact on a driver. Remember, according to FMCSR it’s the driver that is responsible for much of the this type of pretrip inspection. 14

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Office: 562-447-1317 Cell: 310-922-5777


2429 S. Peck Rd, Whittier CA 90601



Parking Lot Crashes are not


Despite being relatively free of traffic, parking lots are a source of many collisions and incidents. The most common types of collisions and injuries in parking lots are hitting fixed or stationary objects, backing and docking collisions, lift gate injuries, entry and exit from the truck injuries, slips, trips, and falls, an intersection crashes. Parking lot collisions and incidents are generally overlooked by those focusing on safety because they aren’t high speed and injuries and costs associated with such accidents are generally less. But, they are problems that need to be dealt with. Most parking lot accidents will result in a driver and fleet being charged with a preventable accident, and by definition if it is preventable it was not an accident. The U.S. Federal Motor Carrier Safety Administration (FMCSA) defines a preventable accident as one “which occurs because the driver fails to act in a reasonably expected manner to prevent it. In judging whether the driver’s actions were reasonable, one seeks to determine whether the driver drove defensively and demonstrated an acceptable level of skill and knowledge. The judgment of what is reasonable can be based on a company-adopted definition, thus establishing a goal for its safety management programs.” Why “Preventable Accidents Occur” in Parking Lots: One of the main reasons drivers face challenges is because they are rushed. This has been an issue probably since the advent of trucking – drivers are simply rushed to get from one load to the next due to time constraints, delivery requirements, and the need to make money. But, it’s this rush that can lead to parking lot issues. Many customers also mandate limited delivery opportunities or even call-ahead notifications, adding significant pressure to the job. As pressures mount, so does distraction and fatigue – and that is when most accidents occur. So, how does a driver overcome the pressures of the job to rush? This can be a challenge, but there is little doubt that doing the job safely and correctly the first time saves significant time and money in the end. Why force yourself to slow down by hitting an object – slow down a bit before that happens and do the job safely. Parking lots are interesting in that most accidents that occur there will be the result of hitting a fixed and stationary object. Even at low speeds, the sheer size and weight of a truck can cause significant damage to almost anything it hits. There are things a driver can do to help prevent such accidents though. When in a parking lot, why not get out of the truck and quickly examine the maneuvering area. Take time to think the process through before actually doing it. Other tips include using a slower speed. It’s much easier to stop at a slow speed and any movements the truck makes will be far more subtle. Another tip is to avoid parking lots or de16

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Parking Lot Crashes are not Accidents

livery areas during high traffic times. If possible, arrange with the customer to deliver at a time with less congestion. Now, this will not always be possible due to a myriad of reasons, but when it is possible take advantage of the added safety precaution. The idea is to limit risk. Then, of course, one of the most common accidents in a parking lot is the result of backing. The interesting thing about backing accidents that are the result of hitting a fixed or stationary object is that they are always considered preventable. That is, there is nothing a driver can say or do to demonstrate it was not their fault. Unfortunately they happen far more frequently than they should, accounting for about 30% of a fleet’s total annual collisions. How a driver prevents backing accidents is best learned through training. Drivers should always get out and look before backing (and get out and look again and again if you need to – especially on a long back up), use a spotter when available (this too requires some training on how to use a spotter), and take your time – low speeds.

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Understanding your



basic function of the clutch on modern heavy-duty diesel engines is to stop torsional vibrations from reaching the transmission and other drivetrain components. In fact 90% of the clutches work cycle is dampening vibrations from the engine to the driveline. This is accomplished with spring dampers in the clutch disc. These coil springs compress with the application of torque and transmit force to the spring covers which are attached to the disc hub thus transferring vibration free torque to the transmission input shaft. There are three basic categories of torsional rates for clutch dampers: rigid, standard and soft damper. Rigid clutch dampers have no springs and act as a direct link from the engine to the transmission providing no protection against torsional vibration. Rigid clutch discs are never used in new OEM applications. Standard dampers include all 10-spring and most 8-spring types. The springs used in these dampers are approximately 1.5” long and do not offer a large amount of protection. While these dampers were completely adequate for most heavyduty applications several years ago, they are generally incapable of reducing the engine flywheel vibrations developed with modern slow speed electronically fueled engines. The use of standard dampers in heavy duty

applications has virtually ceased in modern OEM applications. The trend is to use more capable soft-rate dampers. Soft-Rate Dampers, such as those found on Eaton Fuller’s heavy-duty 7-spring clutches, offer much better protection against engine flywheel induced torsional vibrations. Their springs are generally longer than springs used in standard rate dampers and offer more deflection before coil lock occurs. This larger spring deflection is equated to lower torsional spring rate. With lower torsional rate, the resonant frequency of the complete drivetrain is lowered. Conclusion - Older style 10-spring clutches are not capable of dampening the damaging torsional vibrations on modern electronic engines. When peak engine torque exceeds the damper capacity, the driveline will be abused. This abuse will cause faster wear and potentially damage your transmission, driveline and differentials. Since damper capacity is a product of the springs used in the damper, changing the number and type of springs changes the stiffness of the entire system. Maximum drivetrain component life can be achieved by using a clutch that was designed and engineered for your engine. So, the next time you need to replace your clutch, phone Coastline Transmission and ask us for a quote to install a genuine Eaton Fuller 7-spring clutch.

For more information on this or any other truck powertrain related subject, call Coastline Transmission & Differentials at 604-533-4651 or call us toll free at 1-888-686-4327. 18

Julie “the fraud” does not work with us: DOT The U.S. Federal Motor Carrier Safety Administration (FMCSA) issued a warning to carriers that some fraudsters are seeking financial information from truckers via emails or faxes. In particular, faxes or emails purported to be from a ‘U.S. Department of Transport (DOT) procurement officer named Julie Weynel’ should be flagged and authorities should be called. Although they appear so, the letters are not legitimate. The name Julie Weynel does not work for the DOT, nor is she likely a real person. “Motor carrier officials and their employees--as well as government and law enforcement officials--should be vigilant and on the lookout for fraudulent attempts to gather financial (or other personal identifiable Information--PII) data by fax, e-mail, or telephone. Requestors should be verified and authenticated before such data is provided, according to FMCSA officials.”

Controversial US Bill proposed by New York Legislators New York legislators are proposing a bill that would allow states to regulate port trucking in ways similar to the Port of Los Angeles program that was rejected by the Supreme Court. The bill offered by Sen. Kirsten Gillibrand, D-N.Y., and Rep. Jerrold Nadler, D-N.Y., would let a state or a local authority set up such a program, which, like measures in the Port of Los Angeles’ Clean Truck Program, would require drayage motor carriers with environmentallyapproved trucks to sign a concession agreement before transporting cargo at the Port. Portions of Los Angeles’ Clean Truck Program were reversed when the U.S. Supreme Court upheld a challenge by American Trucking Associations. ATA argued the city overstepped its authority by imposing criminal penalties if trucking companies violated the program’s provisions, such as requiring trucking companies to have off-street parking locations when trucks were not in service. Gillibrand and Nadler want states and local governments to have the legal authority to impose additional regulations. SEPTEMBER / OCTOBER 2013

f o o

r P Sales Dept:


Truck Sales Manager

Finance Manager: KRISTEN TOMAS

Insurance Dept: IKAGAR BHINDER










AsIN rIPr vI vycdy hW

1601 Madruga Rd Lathrop, CA 95330 Mon - Friday: 8 am -5 pm & Sat: 9 am - 2 pm



Trucking with



nvW jW purwxw Every day I am contacted by a potential client and the same hr roz myrw vwh pRBwvI KrIdwrW nwl pYNdw hY Aqy ieko svwl question comes up over and over again. Should I get new equipbwr-bwr pu`iCAw jWdw hyY ik mYN nvW smwn KrIdW jW purwxw? dohW ment or used equipment? There are advantages and disadvandy lwB Aqy hwnIAW hn[ijQoN q`k trylrz dw sbMD hY bhuqy kysz tages to both, but each person or company is different, so each iv`c nvW hI KrIdxw cwhIdw hY[vrqy hoey trylr Awm qOr qy TIk situation is different. nhIN huMdy[jykr koeI cMgI hwlq iv`c hovygw qW kuJ imMtW iv`c hI With trailers you will have to buy new in most cases. Used ivk jwvygw[jd q`k qusIN iksy kMpnI jW Enr Aprytr nUM nhIN trailers are very hard to come by. If a used trailer is in good condijwxdy, jo purwxy trylr vyc rhy hn, audoN q`k trylr l`Bxw bhu`q tion, it’s sold in a few minutes and that’s no exaggeration. Unless muSikl hY[jykr koeI purwxw trylr CyqI nhIN ivikAw qW smJo you know a company selling their used trailer or an owner/operaus iv`c jrUr koeI nuks hY jW AYnw purwxw hY ik kYlyPornIAW ator who’s selling, it’s very hard to find. I found a nice flat tandem iv`c c`l nhIN skdw[ trailer recently and the photos were sent to me. In the amount tr`k KrIdxw hY qW siQqI kuJ v`KrI hY[nvW tr`k KrIdx of time it took for me to look at the photos and email back to ask leI motI rkm KrcxI pvygI[nvW slIpr hweIvy tr`k 135000the price, the trailer was sold. That’s fast! Any used trailer that’s 165000 fwlr dI kImq dw hovygw Aqy tYksz v`Kry[quhwnUM been sitting for awhile unsold, usually has something wrong fwaUn pymYNt motI dyxI pvygI pr murMmq dw Krcw bhuq QoVw with it, like rust or can’t be used in California due to its age. If it hovygw[pihlw swl qW kmweI dw swl hovygw[ijMnw mrzI kmwE was any good, someone would have bought it already. Aqy bcwE[dUjy Aqy qIjy swl iv`c myntInYNs Krcw vD jwvygw With a truck you’re looking at a large investment if buying ikauNik twier Awid bdlx dI loV pvygI[bhuqIAW PwienYNs new. New sleeper highway trucks range in price from $135kMpnIAW vI nvyN tr`k hI PwienYNs krdIAW hn ikauNik vrMtI hox $165,000 range and then add tax. With this, you will have a bigkrky irsk G`t huMdw hY[lMby smyN iv`c murMmq p`KoN nvyN tr`k dw ger down payment and higher payments if financing. But the Krcw purwxy nwloN bhuq G`t huMdw hY[rIsyl krnw hovy qW vycmu`l maintenance will be much lower. Minimal work, like a grease, vI cMgw iml jWdw hY[ oil change and tune ups are needed and there are proper warnvyN tr`k dI au`cI kImq hox krky ho skdw hY ik quhwnUM lon ranties. The first year is your year to make money. Save up and nw imly [ jykr quhwnMU knyfw Awey nMU Ajy swl do swl hI hoey hn, make as much as you can. The second and third year you start tr`ikMg qjrbw vI swl jW ies qoN ies qoN G`t hY,irhwieS bysneeding things like new tires and the costs go up. A lot of financmYNt iv`c hY, fwaun pymYNt leI 10,000 fwlr jW ies qoN G`t hn ing companies only want to finance new trucks as they are seen Aqy krYift bhuq QohVy jn Awid qW Ajy as less risky with the warranties. In the qusIN nvW t`rk nhI KrId skogy[jykr qusIN long run, the new truck will cost much less - Pash Brar B.A. than the used truck in maintenance. It will Pash is a mobile leasing representative with Auto b`cq krdy ho, vDyry qjrbw hwsl krdy ho, also give you higher resale value if trading One Leasing LP in Vancouver. She has a bank- Awpxy ib`l TIk smyN qy Brdy ho Aqy krYift in or selling again for another new truck. ing, collections and accounting background. She bxwauNdy ho qW koeI kwrx nhIN hY ik kuJ specializes in importing vehicles and trailers from With the higher costs of a new truck, you swlW bwAd qusIN nvW t`rk nw KrId sko[ the USA. may not qualify for the loan. It’s hard for jy kr purwxw t`rk KrId rhy ho qW me to crush a person’s dream of owning ikauNik murMmq dy Krcyy vDyry hoxgy ies leI a new truck, but if you live in a basement fwaUx pymYNt G`t r`Ko, jy qusIN PwienYNs vI krw rhy ho, ikauNik suite, have been in the country only a year or two, have only a murMmq dI loV vyly quhwVy kol ijMnW sMBv hovy kYS hoxw cwhIdw hY[ year or less trucking experience, have $10,000 or less for a down quhwnMU loV humid hY ik CyqI murMmq krvw ky dubwrw t`rk sVk payment, or have very little credit, you may not be able to get a qy c`ly[ jy qusIN cMgw purwxw t`rk KrIdxw cwhuMdy ho qW ausdw 20


New or Used?

new truck at this time. That doesn’t mean you can’t get a new truck later on. This doesn’t mean no, this means just not right now. With this case, I can help you get a used truck or put you back to work. If you save up your money, get more experience and pay your bills on time build credit, there’s no reason you can’t have a new truck in a few years. If getting a used truck, there will be more maintenance needed, so submit in a lower down payment if financing. You want as much cash as possible available in case the truck needs a repair. You want to get the repair work done and be back on the road working again as quickly as possible. When looking for a good used truck, try to get a dyno test done, or buy a truck with warranties and recent rebuild on it. No one wants to see anyone who just purchased a used truck have to pay a hefty bill to rebuild the engine. No leasing company wants you to beg them for the money to rebuild it either, so make sure you purchase a quality, well maintained used truck. You may even be able to purchase an extended warranty. Keep in mind, even with a rebuilt engine, air lines and the electrical maintenance can really add up, so keep your cash flow going. A bad used truck can mean going almost broke for the driver. When buying new or used, make sure the price is right. A good leasing company can help with this and of course your fellow truckers. Ask around. Leasing companies will not finance beyond the value of the truck. Fellow drivers and the company they work for know the correct prices of new or used trucks. If something is not right, your fellow drivers will know. One trucker called me and told me he ordered a brand new truck that was fully loaded. I knew from the price he quoted it was not fully loaded. The price was way too low. The truck was missing a leather wrapped steering wheel, a heated /cooling seat, insulation, LED lights, and had the wrong wheel base. I will get a price adjusted and the truck adjusted to help the driver if something is wrong. Being loyal to a dealership will often reward you with a good price. If you shop around in every province and state, it has potential to catch up with you when the local dealership finds out. That great deal you think you found out of province or state, often brings back an inferior truck with missing options. So know all the options you want in your truck and make sure each comparison you make at each dealership is exactly the same. When buying for local driving, a used truck may be more suitable. The cost of buying used is much lower than

fwieno tYst krvwaux dI kooiSS kro jW vrMtI vwlw t`rl KrIdo[ koeI nhIN cwhuMdw ik t`rk KrIdx qoN kuJ smyN bwAd hI ieMjx bnHwauxw pY jwvY[ ies leI cMgw Aqy suhxw mYNnvyn kIqw t`rk KrIdo[ ies leI cMgw Aqy suhxw mYntyn kIqw t`rk KrIdo[ qusIN AYkstYNff vrMtI vI KrId skdy ho[ nvW KrIdo jW purwxw pr qs`lI kr lvo ik kImq TIk hY[ cMgI lIijMg kMpnI jW swQI t~rkrz quhwfI shwieqw kr skdy hn[ lIizMg kMmnIAW t`rk dy TIk TIk mu`l qoN v`D PwienYNs nhIN krngIAW[ swQI frweIvr jW auhnW dI kMpnI t`rk dy TIk TIk mu`l bwry jwxkwrI dy skdy hn[ koeI nuks hovygw qW auh vI d`s dyxgy[ iksy fIlr dy p`ky gRwhk bx ky rihxw vI lwBkwrI huMdw hY[jykr qusIN hr styt iv`c jw ky KrIddwrI krdy ho qW ho skdw hY qusIN DoKw Kw jwvo[Awpxy styt qoN bwhrLI KrId ijsnUM

tri`kg M ieS M r o NYs

Harman Tiwana

855-439-2083 .

swfw kstmr swfw rb`



New or Used?

new. The truck is driven so little, that not much maintenance is needed. A good used day cab will be great for years if well maintained. I have one owner operator who bought a low mileage day cab. His lease is 3 years and payments are less than $1,000 a month. We estimate he will be driving this truck for the next 6-8 years. He laughed at how low his payment is. “It’s nothing” as he said it. When going to a dealership and looking at new equipment, the more experienced sales person will know when a new truck or trailer isn’t an option for a driver. They will know and advise the driver to come back later when they know they are in a proper position to buy new. I’m often called just to give advice to these drivers. None of us want to say no, but we will say see you later. I get concerned when someone who clearly cannot afford something new, is being pushed by a sales person. I’ve seen where the finance application was denied or has a very high rate, and the sales person asks the company hiring the driver to put the loan in the company name just to keep the truck sale. The only one benefiting from this is the sales person getting a commission cheque. The driver gets no tax write offs, the company he/she works for does, and they are stuck working for that company until the loan is finished. The driver is trapped paying high taxes and can’t leave the company. There is no guarantee that the company will even transfer the truck to the drivers name once the loan is done. There are no guarantees at all in this arrangement and I do not recommend this to any driver. When purchasing any type of equipment, whether a new or used truck or trailer, it’s important to do your homework first. Know the prices, have money in the bank ready for a down payment, have money for repairs set aside, know what equipment you want, and be ready to negotiate!

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Average Age of Canadian Truck Driver Even Older Than Reported knyfIAn tr`k frweIvr dI AOsq aumr hux pihlW d`sI jWdI aumr qoN vI v`D An analysis of the 2011 National Household Survey (NHS) by the Conference Board of Canada shows that the average age of a truck driver has continued to increase at a faster rate than the rest of the labour force and is even older than previously thought. In its report on the driver shortage and economic implications released earlier this year, the Conference Board relied on the 2006 Census and Labour Force Survey to find the average driver age to be 44 years – four years higher than it was for the average worker and increasing more rapidly as well. The Conference Board characterized the situation the trucking industry finds itself in – a rapidly aging and relatively older workforce of drivers combined with few young entering the occupation – as a “demographic tsunami.” It estimated that the national shortage of truck drivers could reach 33,000 by 2020. The more recent numbers from the NHS (which is voluntary and replaces the long census questionnaire) confirms this challenge confronting the industry and suggests the situation may be even more pronounced. Based on its review of the NHS data, the Conference Board now finds the average truck driver age is 46 years, compared to the average age for all workers in Canada of 41.5 years. Most importantly, the Conference Board says the increase in the average driver age is due to a drop in the share of drivers between 20 and 29 years old. In 2006 11.6 per cent of truck drivers were in that age group but in 2011 this share declined to just 8.8 per cent of the driver population. Also of note is the fact that in 2006 the share of drivers in the 30 to 34 year range was 10 per cent, the same as it was for the total labour force. However, by 2011 8.5 per cent of drivers found themselves in this age group. For the total labour force there was a slight increase to 10.4 per cent. On the other end of the spectrum the share of the driver population in the age group 55 years and older has increased from 20 per cent to 26 per cent. Furthermore, the NHS data indicate 24

knyfw dy kwnPrMs borf dw 2011 vwlw nYSnl hwaUs holf srvy dw ivSlySx drswauNdw hY ik tr`k frweIvr dI AOsqn aumr bwkI lybr krn vwly lokW nwloN qyjI nwl lMmI ho rhI hY[ ie`QoN q`k ik ieh pihlW smJI jWdI aumr qoN vI v`D hY[ kwnPrMs borf ny swl dy SurU iv`c frweIvrW dI QuV qy ies nwl pYx vwly AwriQk pRBwvW bwry AOsqn irport jwrI kIqI sI[ kwnPrMs borf ny frweIvrW dI AOsqn aumr 44 swl d`sx vyly ies nUM 2006 dI jngxnw qy ruzgwr Pors srvyKx au~qy AwDwirq kIqw sI ieh aumr swDwrx kwmy dI aumr qoN cwr swl v`D sI qy ieh aumr bVI qyjI nwl lMmI ho rhI sI[ kwnPrMs borf ny tr`k ieMfstrI nUMN iehnW hwlwq bwry jwxU krvwieAw sI[ ies iv`c d`isAw igAw sI ik frweIvrW dI Pors CyqI CyqI bu`FI ho rhI hY[ BwvyN iehnW iv`c kuJ nojvwn vI Swiml ho rhy hn[ ies q`Q nUM auhnW ny mnu`KI qUPwn, dw nwm vI id`qw hY[ ieh AMdwjw lgwieAw jw irhw hY ik 2020 q`k kOmI p`Dr au~qy 33000 tr`k frweIvrW dI QuV ho jweygI[ nYSnl hwaUs-holf srvy dy nyVly AMkiVAW muqwibk (ieh srvy frweIvrW dI sihmqI nwl kIqw igAw hY qy iesnUM jngxnw dy svwlW au~qy AwDwirq nhIN kIqw) tr`ikMg ieMfstrI nUM pyS Awaux vwlIAW muSklW bwry KulwisAW nUM zwihr kIqw igAw hY[ ies iv`c ieh vI ikhw igAw hY ik sm`isAw hor vI gMBIr ho skdI hY[ nYSnl hwaUs holf srvyKx dy AMkiVAW au~qy AwDwirq ies srvy iv`c kwnPrMs borf pqw d`sdw hY ik tr`k frweIvr dI AOsqn aumr 46 swl hY jdoNik swry knyfw dy kwimAW dI AOsqn aumr 41.5 swl hY[ ies qoN v`D mh`qvpUrn g`l ieh hY ik kwnPrMs borf ieh dwAvw krdw hY ik AOsqn aumr iv`c ieh vwDw 20 qoN 29 swlW dI aumr dy frweIvrW dI igxqI iv`c kmI kwrn ho irhw hY[ 2006 iv`c frweIvrW dI 11.6 pRqISq igxqI au~prly srUp iv`c AwauNdI hY pr 2011 iv`c ieh ih`sw frweIvrW dI jnsMiKAw dw 8.8% rih igAw ieh g`l vI Xwd r`Kx Xog hY ik 2006 iv`c 30 qoN 34 swl dI aumr vwly frweIvr pUrI igxqI dw 10% bxdy sn[ ieh pRqISq smu`cI lybr Pors dI pRqISq dy brwbr sI pr 2011 iv`c frweIvrW dI 8.5% bMidAW ny Awpxy Awp nUM ies gru`p iv`c Swiml smiJAw[ smu`cI lybr Pors iv`c QoVw ijhw vwDw ho ky ieh 10.4% q`k phuMc igAw hY[ qsvIr dy dUjy pwsy ieh g`l hY ik frweIvrW dI sMiKAw iv`c 55 swl dI aumr qy ies qoN v`D aumr dy frweIvrW dI pRqISq dw 20 qoN v`D ky 26 ho geI hY[ A`gy hor pqw l`gdw hY ik nYSnl hwaUsholf srvy dy AMkVy ieh drswauNdy hn ik frweIvr ijnHW dI aumr 65 swl qy ies qoN v`D aumr vwilAW dI pRqISqqw 4.4 hY (jdo ik 2006 iv`c ieh 3 pRqISq sn) qy smu`cI lybr Pors iv`c ieh pRqISqqw 2.6% qoN v`D ky 3.5% ho geI hY[ kwnPrMs borf Anuswr ieh g`l SEPTEMBER / OCTOBER 2013

Average Age of Canadian Truck Driver

that 4.4 per cent of drivers are 65 and over (compared to 3 per cent in 2006) while for the total labour force the share of this age cohort increased from 2.6 per cent to 3.5 per cent. According to the Conference Board, this confirms that in the trucking industry more than in others a primary source of “new” labour is delayed retirements – which it says is “nothing more than a bandage solution.” The Conference Board was also able to examine the variation in the driver age by province. The NHS data indicate drivers are slightly “younger” in Alberta, where the average age is 44.9 years (in part reflecting the generally younger labour force in Alberta (40.6 years relative to the national average of 41.5 years)). On the other hand, the average driver age is over 47 years in Nova Scotia, New Brunswick and Manitoba (although in provinces where the driver population is particularly small some caution should be taken when interpreting the results). The data also show that truck driver remains the second most common occupation among men in Canada after retail sales person. Unsurprisingly, Ontario continues to be home to the largest number of drivers, with over 92,000. Quebec, Alberta and B.C. follow with 57,000 39,000 and 32,000 respectively. The Conference Board concludes “it will ultimately be up to the industry to address this ongoing challenge and to make the occupation more attractive to younger drivers. But as we also put forth (in its earlier report), it will also be important to convince customers of the need to address this challenge now and to work with them to develop strategies that will make best use of drivers’ time, as the trucking industry has a long track record of sharing its productivity benefits with customers through lower prices.” sp`St huMdI hY ik bwkIAW nUM C`f ky tr`ikMg ieMfstrI iv`c hux loVINdI nvIN lybr nUM irtwiermYNt nUM mulqvI krky pUrw krnw peygwiesnUM AsIN vkq - tpwaU, QoVHicrw ielwj kih skdy hW[ kwnPrMs borf v`Kry v`Kry sUibAW iv`c frweIvrW dI aumr iv`cly Prk nUM GoKx dy Xog hoieAw hY[ nYSnl hwaUS- holf AMkiVAW Anuswr, Albrtw sUby iv`c frweIvr mmUlI qOr au`qy jvwn hn, ies sUby iv`c aunHw dI Aosqn aumr 44.9 swl hY Albrtw iv`c lybr Pors jvwn hY (jwxI ik 40.6 swl hY jdoN ik nYSnl Aosq 41.5 swl hY[) dUjy pwsy, novw skoSIAw inaUbr`nzivk qy mYnItobw iv`c frweIvr dI AOsq aumr 47 swl hY[ ieh vI iDAwn Xog hY ik ijnHW sUibAW iv`c jnsMiKAw bhuq G`t hY, nqIijAW au~qy phuMcx leI QoVHw Kbrdwr rihx dI loV hY[ AMkVy ieh vI drswauNdy hn ik Coty p`Dr dy ivkryqw sylz krmcwrIAW dI igxqI qoN bwAd, tr`k frweIvr dw pySw hI hrmn ipAwrw hY[ AMkVy ieh drswauNdy hn ik Coty p`Dr dy sylzmYn qoN bwAd igxqI iv`c dUjy nMbr au~qy frweIvr hI AwauNdy hn[ieh vI hYrwnI vwlI g`l nhIN ik auNtyrIE iv`c frweIvrW dI igxqI jo ik 92000 hY sB qoN v`D hY kubYk, Albrtw qy bI.sI. iv`c krmvwr frweIvrW dI igxqI 57000, 39000 Aqy 32000 hY[ kwnPrMs borf ies nqIjy au~qy phuMicAw hY ik ies vMgwr dw mukwblw AwKr nUM tr`k ieMfstrI nUM hI krnw hovygw qy ausnUM ies ik`qy nUM nojvwn frweIvrW leI hor idl-iK`cvW bxwauxw pvygw[ ijvyN ik sMsQw ny pihlW vI d`isAw hY ik (AwpxI pihlI irport iv`c) ies sm`isAw sMbMDI gwhkW nUM vI jwxkwrI id`qI jwxI cwhIdI hY[ auh lok vI ies sm`isAw leI rxnIqI iqAwr krn qW ik ies qrHW frweIvrW dy vkq nUM shI vriqAw jwvy[ tr`ikMg ieMfstrI pws cMgw kMm krn dy is`itAW dI pUrI jwxkwrI hY qy auh gwhkW nUM frweIvrW dIAW syvwvW cMgIAW hox nwl ssqy BwA krn iv`c bhuq shweI huMdIAW hn[ SEPTEMBER / OCTOBER 2013


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FMCSA Establishes New Unified Registration System for DOT Operating Authority The Federal Motor Carrier Administration (FMCSA) has published a final rule that will combine 16 different forms that carriers, freight forwarders and brokers currently use to register and update their information with the agency into a single, electronic “smart form.” The new Unified Registration System will increase efficiency by streamlining the registration process for industry and enabling FMCSA to maintain more accurate information on the entities it regulates. The streamlined web-based system will begin operating in 2015. At that time, all new applications and updates to existing records will be handled through the new system.

EAST BAY TIRE FRESNO CELEBRATES 10TH ANNIVERSARY EBT commemorates a decade of bringing tire service excellence to Fresno, Calif. Fairfield, CA – East Bay Tire Service Division is proud to celebrate ten years of providing industry-leading tire products and services to Fresno and the California Central Valley. The tenth anniversary celebration will take place October 1, 2013 at the EBT Fresno Service Center located at 2955 S. Orange Ave., Fresno, Calif. “We’re very grateful to our suppliers and customers for their support in helping us reach this great milestone for our company, and we wanted to make sure we took the time to thank them for that,” says Jim Beffort, Manager, Fresno Service Division. “East Bay Tire has established itself as a leader in the tire industry by providing quality products and services and we hope to continue to serve the Fresno area for many years to come.” The EBT Fresno Service Center offers an array of tire products and services, including fleet maintenance and 24-hour emergency road service, off and on-site mobile tire pressing, alignments and is a CCDET-certified smoke opacity test facility. East Bay Tire Co. was founded in 1946 and is a fourth generation, family-owned company that is world-recognized as a premier tire wholesaler, exporter and commercial dealer who maintains one of the largest and most diverse inventories.

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Carriers Report Difficulty Hiring Qualified Employees In the second quarter TCP Business Expectations Survey, 65% of carriers noted having difficulty finding qualified maintenance technicians while 30% indicated they are having problems filling operations staff and fleet manager level positions. “Fleet owners are telling us that staffing trucks is becoming a challenge,” said Steven Dutro, TCP partner. Shortages of drivers, technicians, and fleet managers are reinforcing carriers’ concerns about adding capacity at this time. Seventy-percent of larger carriers are having trouble finding qualified technicians. Among smaller carriers, 50% are experiencing the same hiring difficulties. “Good employees, at all levels, have always been the lifeblood of the industry,” said TCP partner, Richard Mikes. “Now, as we see growth in demand on the horizon, excellent human resource management is critical.” The cost metrics of carriers are trending up in a period where rates are not still rising fast enough, added Dutro. “ It is no wonder carriers are hesitant to buy new equipment or raise pay to their employees.” In the 2nd quarter survey, only 50% of carriers reported adequate rates of return on their investments. Additionally, the 1st quarter TCP survey revealed that 40% of carriers have seen their enginerelated maintenance costs rise. As a result, most carriers are insistent that rate increases precede any wage increases. More than ninety percent of larger carriers reported needing to see rates increase before they can raise driver wages. “As construction and manufacturing jobs expand, the competition to hire and retain qualified drivers has increased,” said Mikes. “Ultimately, better operating margins, that lead to higher driver competition, are essential.”

Desi Trucking Magazine

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- Sonia Nanda

What is IFTA? IFTA stands for International Fuel Tax Agreement. It is an agreement between 48 states in the United States of America and 10 provinces in Canada. It makes it easier for an Inter-jurisdictional carrier to register, licence, report and remit their taxes for motor fuels. Do you need to register for an IFTA Account? If you have a commercial vehicle which has three or more axles or weighs more than 11,797 kgs/26,000 lbs and you travel out of the province/state you reside in then you need to register for an IFTA Account. Are there any fees for registering or maintaining an IFTA Account? Each jurisdiction has a different amount for registration and decal fees. There are renewal fees that need to be paid annually. What are IFTA decals and where do I put them? IFTA decals are stickers that are issued along with IFTA license. The IFTA decals need to be placed on each side of the exterior of the cab. If you do not display the decals properly or the decal serial numbers do not match the IFTA licence, you may be fined each time your vehicle enters another jurisdiction. Can I get a temporary permit? A carrier can be issued a temporary permit by their base jurisdiction, allowing the carrier to use their vehicle immediately without displaying IFTA decals. Are there any jurisdictions that are not part of the IFTA agreement? Yes, Oregon, New York, New Mexico and Kentucky have their own requirements and require returns to be filed in addition to the IFTA returns. How often do I have to file Fuel Tax? Once registered, you need to file IFTA Quarterly Tax returns and remit the taxes owing by the filing dates: Quarter Reporting Period Due Date 1st Quarter January, February, March April 30th 2nd Quarter April, May, June July 31st 3rd Quarter July, August, September October 31st 4th Quarter October, November, December January 31st What if I file my IFTA Tax return late? If your return is submitted late and there is an amount owing, you may be charged interest on the overdue tax, and/or issued a warning letter or be assessed a penalty equal to 10% of the net tax due. How long do you need to save your records? IFTA requires you to retain the records for four years from the return due date or filing date, whichever is later. Where can I get more information and assistance with applying or filing for IFTA? Call us at our toll free number at 1-800-965-9839. SEPTEMBER / OCTOBER 2013

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Surrey, BC: #4 - 8333 130th Street n�Ph: 604-507-7736 n Fax: 604-507-7742 Abbotsford, BC: 2633 Montrose Ave. n Ph: 604-755-4230 n Fax:604-755-7816 Bellingham, WA: 1313 E Maple St., Suite #219 n Ph: 360-543-5608 SEPTEMBER / OCTOBER 2013




World’s largest tunnelling machine, Bertha


Starts digging new Highway 99 route beneath Seattle waterfront dunIAw dI sB qoN v`fI tnilMg mSIn, brQw ny isAwtl vwtr PrMt Q`ly nvW hweIvy 99 pu`txw SurU kIqw SEATTLE — After years of planning and months of work, the world’s largest tunnelling machine started drilling Tuesday to create a new route for Highway 99 under downtown Seattle buildings, the Washington Transportation Department said. “Today is the day,” spokeswoman KaDeena Yerkan said. “Everyone here is very excited.” The tunnel will go under about 200 buildings, but officials don’t expect any serious problems from the machine they call Bertha. “We know exactly the path of Bertha and what she’ll encounter along the way,” Yerkan said. The tunnelling crew will be monitoring for settling and vibrations and is prepared to keep building foundations secure. “So we’re not worried buildings are going to tip,” Yerkan said. Transportation officials have set up Bertha with her own Twitter account to provide updates. Bertha is 326 feet (100 metres) long and weighs 7,000 tons. It will leave a tunnel nearly 58 feet (17.5 metres) in diameter. The $80-million machine is part of the $3.1-billion project to replace the Alaskan Way Viaduct, the double deck highway along the downtown Seattle waterfront. Built in 1953, it has carried 110,000 There are better ways. vehicles a day. Officials said the structure had to be replaced because it could collapse in an earthquake. Its removal is part of a project to renovate the waterfront, rebuilding the seawall, improving surface streets and adding new vistas of Elliott Bay. Bertha was built in Japan and arrived by ship in April in 41 pieces. It was reassembled in a pit near the CenturyLink Field and Safeco Field stadiums. It will take about 14 months to complete a nearly two-mile (3.2 km) tunnel. Bertha is projected to punch through to the surface near south Lake Union by October 2014. Traffic is expected to start using the four-lane toll tunnel by late 2015. The Transportation Department and the contractor, Seattle Tunnel Partners, held a June 20 dedication ceremony with Washington Gov. Jay Inslee calling it a historic occasion. Bertha is named for Bertha Knight Landes, the first and so far only woman to serve as mayor of Seattle. She was elected in 1926. AdVErTIsE IN:


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Serving 11 Western States

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California Air Resources Board now accepting applications for CoolCalifornia Small Business Awards Program ARB to recognize green business efforts, sustainable practices The California Air Resources Board is accepting applications now through Nov. 1 for its fourth CoolCalifornia Small Business Awards Program which recognizes small businesses that integrate environmental stewardship and sustainability into their business practices. California small businesses that reduce energy use, conserve water and minimize their greenhouse gas emissions are demonstrating climate leadership and can compete for a CoolCalifornia Small Business Award. “Whether they are law offices, restaurants or manufacturers, small businesses across the state are taking actions to save money while reducing their environmental impacts and greenhouse gas emissions,” ARB Chairman Mary D. Nichols said. “These small business leaders are demonstrating that making smart climate-friendly choices is good for the environment and for their bottom line.” Small businesses that meet the requirements can apply online for an award between Aug. 12, 2013, and Nov. 1, 2013, at:

38 Winners will be recognized by ARB in a statewide press release, at a public ceremony in Sacramento in February 2014 and profiled on the website. Awards will be given to small businesses in two categories: • CoolCalifornia Small Business of the Year Award: Awarded to small businesses that have taken significant actions in 2012-2013 to reduce their climate impacts, demonstrated measurable greenhouse gas reductions and documented benefits from the actions they have taken (e.g., cost savings, return on investment, etc.) by using tools such as the CoolCalifornia small business carbon calculator. • CoolCalifornia Climate Leader Award: Awarded to small businesses that were proactive in reducing their environmental impacts and can describe in detail the specific actions taken in 2012-2013 to reduce their greenhouse gas emissions.

Last year ARB recognized 16 small businesses that took a variety of actions to save money while reducing their environmental impacts and greenhouse gas emissions. These included installing compact fluorescent lights and energy efficient equipment or solar panels; supporting carpooling, bicycling and alternative fuel vehicles; purchasing environmentally-friendly cleaning products and low volatile organic compound paints and carpet, and incentivizing climatefriendly behavior. For information on past winners, see article/small-business-awards-program.


FMCS OK’s Wireless Mobile Devices as E-Scale Transponders Mobile devices such as smart phones and GPS navigators as transponders have been officially approved by the Federal Motor Carrier Safety for electronic inspection and weigh station bypass systems. According to Heavy Duty Trucking magazine, the new policy permitting Commercial Mobile Radio Service devices expands the scope of these systems beyond the traditional Dedicated Short Range Communications systems now used for electronic screening services. In a Federal Register notice, the agency said that use of the CMRS devices will accelerate development of electronic screening by state enforcement officials. Electronic screening systems give enforcement officials instant access to carrier and driver data as the truck passes by a fixed or mobile inspection station. Officials can check the truck and driver’s safety status, and either clear them to go about their business or pull them in for a closer look. The systems also help to reduce congestion and emissions at inspection sites, as well as save fuel, the agency said. Under the policy, communications can be provided by wireless mobile devices such as smartphones, tablets, GPS navigation units and onboard telematics, as well as fleet management systems. However, prohibitions against texting and use of handheld phones remains in place. The Ontario Trucking Association notes this announcement by FMCSA is a positive step in the right direction and could open the door for additional dialogue with MTO on the suitability of this type of technology in Ontario for both scale-by-pass and the accounting and crediting of triage type inspections. The OTA Board of Directors supports the exploration of such technology, provided OTA and MTO agree on its application, scope and benefits to both government and industry. Currently, MTO is without a mechanism to account for or crediting “triage” type inspections -- which make up approximately 97% of interaction MTO has with carriers -whereby trucks are given a quick once over by officers, approved and sent on their way. The deployment of this type of technology would better demonstrate the out-ofservice rates for the Ontario trucking industry is well below 1 per cent, which affirms the industry’s ongoing commitment to operating safely. SEPTEMBER / OCTOBER 2013

US Bill Would Expand States’ Ability to Regulate Ports New York legislators are proposing a bill that would allow states to regulate port trucking in ways similar to the Port of Los Angeles program that was rejected by the Supreme Court. The bill offered by Sen. Kirsten Gillibrand, D-N.Y., and Rep. Jerrold Nadler, D-N.Y., would let a state or a local authority set up such a program, which, like measures in the Port of Los Angeles’ Clean Truck Program, would require drayage motor carriers with environmentally-approved trucks to sign a concession agreement before transporting cargo

at the Port. Portions of Los Angeles’ Clean Truck Program were reversed when the U.S. Supreme Court upheld a challenge by American Trucking Associations. ATA argued the city overstepped its authority by imposing criminal penalties if trucking companies violated the program’s provisions, such as requiring trucking companies to have off-street parking locations when trucks were not in service. Gillibrand and Nadler want states and local governments to have the legal authority to impose additional regulations.

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New and Strategic Tactics used in Cargo Theft Cargo thieves are becoming more “strategic” about how they target cargo loads and transportation companies, according to insurance experts. A range of new cargo theft tactics are being deployed to help thieves take better “control” and thus mitigate the risks of the crimes they are trying to commit, Sam Rizzitelli, national director for transportation at Travelers Inland Marine division, told Fleet Owner magazine. Scott Cornell, national program manager for the Specialty Investigations Group or “SIG” with Travelers Investigative Services, explained that these new “tactics” fall into three categories: identity theft, fictitious pickups and misdirected loads/fraudulent carriers. “They are trying to adjust their methods to develop better ways to get away with cargo,” Cornell noted. Rather than commit “straight theft,” where loads are physically stolen from parking lots

or terminals – and risking getting spotted and/or potentially be involved in a high speed chase – he said cargo thieves are trying to be more “strategic” about thefts so they can better pinpoint and steal specific types of cargo. These strategic kinds of thefts are a result of more technology with greater access to information within the transportation industry and the involvement of more ‘intermediaries’ throughout the supply chain, Rizzitelli added. “ Data tracked by FreightWatch International indicates that the actual volume of loads stolen in the U.S. during the second quarter this year declined, while the overall value of those loads increased, states the article. To successfully combat such scams, Rizzitelli stressed that crafting the “right relationships” between carriers, shippers, and third party logistics providers is more critical than ever. “By that I mean, are carriers and shippers developing shared protocols around pickup procedures?” he explained. “Are there verifications in place to confirm the identity of specific drivers? Do shippers have procedures to verify the carriers that will be hauling highly targeted high value goods are who they say they are?” Want to learn more about combatting cargo crime? Join the Canadian Trucking Alliance for the first Project Momentum workshop, an initiative to raise awareness and combat the growing threat of cargo crime in the high risk corridor along Highway 401.

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An electronic logging mandate in the US took one step closer to becoming a reality as the Transportation Department sent its proposed Electronic Logging Devices rule to the White House Office of Management and Budget for final vetting before publication. The schedule calls for OMB to finish its review by early November, and for publication to follow by mid-November, according to Heavy Duty Trucking magazine. A two-month comment period will follow and the final rule could show up in 2014 or 2015. The Federal Motor Carrier Safety Administration, which drafted the rule, has spent the past several months surveying drivers and carriers on the role of electronic logs in ‘driver harassment,’ which an appeals court ordered the administration to consider when writing the new rule. In addition to addressing harassment, the proposal will set the mandate, establish minimum standards for elog devices and set requirements for supporting documents. SEPTEMBER / OCTOBER 2013

Shippers fined $440K for violating fuel regulation Ocean-going vessels must use cleaner diesel within Regulated California Waters SACRAMENTO - The California Air Resources Board has fined three international shipping companies a combined $440,250 for failure to switch from dirty “bunker” fuel to cleaner, low-sulfur marine distillate fuel upon entering Regulated California Waters, as required by state law. “Ships en route to California ports emit thousands of tons of diesel exhaust each year,” said ARB Enforcement Chief Jim Ryden. “Our regulation requiring ocean-going vessels to switch to cleaner fuel within 24 nautical miles of our shoreline protects all California residents, especially those in port communities, from this air pollution.” An ARB investigation showed that on 17 visits to California ports between November 6, 2009 and July 18, 2011, the vessel Hoegh Inchon operated its main engines within Regulated California Waters on bunker fuel, a dirtier fuel oil that contributes to onshore pollution levels of diesel particulate matter, sulfur oxides and nitrogen oxides. The parent company, Hoegh Autoliners Shipping AS Co. of Oslo, Norway, was fined $299,500. In February 2013, prior to docking at the Ports of Stockton and Long Beach, the Ikan Bawal was cited for failing to switch its engines over to the required cleaner fuel while operating within Regulated California Waters. Its owner, N.C.N Corporation Panama, was fined $87,750. In August 2012, after it docked at the Port of Los Angeles, the vessel KPluto was also cited for failing to switch to the required cleaner fuel while operating within Regulated California Waters. Its parent company, Twin Phoenix Shipping S.A. of Singapore, was fined $53,000. All three companies complied with ARB’s investigation and agreed to abide by all pertinent ARB regulations, follow fuel switchover requirements, and keep accurate records. The fines go to the California Air Pollution Control Fund to support air quality research. The ARB conducts over 500 ship inspections each year, checking for proper fuel usage, record-keeping and other compliance requirements, and SEPTEMBER / OCTOBER 2013

takes marine gas oil or marine diesel oil samples for submission to the ARB laboratory to ensure they meet California standards for sulfur. Compliance rates with ARB’s Oceangoing Vessel Regulation, adopted in 2008, is very high, hovering around 95 percent. The measure eliminates 15 tons of diesel particulate matter - a known carcinogen - daily from ocean-going vessels’ exhaust. The regulation is consid-

ered a vital tool in helping to reduce cancer rates and premature deaths for those who live near the state’s busy ports and trade corridors. Diesel exhaust contains a variety of harmful gases and over 40 other known cancer-causing compounds. In 1998, California identified diesel particulate matter as a toxic air contaminant based on its potential to cause cancer, premature death and other health problems.

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Mandatory Training for Entry Level Truck Drivers: The Time Has Come I have again been reading in the pages of trade publications So long as: (1) anyone can challenge the commercial driver’s liabout the problems associated with sub-standard training entry cense test without having undergone any training whatsoever; and level truck drivers are receiving from sub-standard “training” schools (2) so long as the commercial driver’s license test itself falls short of establishing any sort of meaningful vocational bench(i.e., puppy mills). The people who get hoodwinked into mark, the industry will continue to be plagued by people this process end up either not being able to get a driving seeking the quickest and cheapest way in. And, there will job (and are likely to be turned off the industry forever) or be those willing to assist them in doing so by offering just if they do its likely to be with a sub-standard carrier where enough “training” to get the license (and not all of those they will continue to fall prey and contribute to the industry’s lowest common denominator. are what we would consider to be puppy mills. Perhaps This is not a new problem for our industry; the same at one time there were enough kids coming off the farms, complaints have been around for years. It’s a serious matwho were familiar with heavy machinery and were capater and with a chronic and growing driver shortage – the ble of stepping into the job without any formal training, demographics of the driver population guarantee that – but those days are long gone. - David Bradley it’s likely to get worse not better as the industry scrambles You can regulate the training schools all you want, CTA - President/CEO to find warm bodies to fill the seats. (This is not a problem but so long as they can offer various price-driven procreated by the ability to use “automatics” for the driving grams, you will still end up with varying degrees and levtest as some have suggested). els of training. What’s really needed is a requirement for some level Complaining about the problem is not solving anything. Some- of mandatory entry level training BEFORE someone can take the thing needs to be done. commercial driver’s license test. There’s no shortage of ideas. You’ve heard them. Regulate the This was perhaps the most provocative action item identified by puppy mills out of business. Give the candidates coming out of the the CTA Blue Ribbon Task Force on the Driver Shortage in Canada. It “regulated” training schools (or the schools themselves) preference was also cited by the Conference Board of Canada in its report on the when it comes to booking license tests. While these suggestions driver shortage and economic implications. might be helpful, they won’t – in my view – solve the problem. Mandatory entry level training is seen as way to enhance the professionalism of the driving job and ultimately a necessary step for it to be deemed a skilled occupation. This in turn, it is felt, would improve the attractiveness of the occupation to younger people who are more than ever considering the trades or a position with some sort of designation. It is also a likely pre-requisite for a re-classification of truck driving from a non-skilled occupation for immigration purposes. Finally, the introduction of mandatory entry level training would ultimately drive changes to upgrade and enhance the commercial driver’s license test befitting the vocation. What that mandatory training will look like is something the industry – i.e., the carriers – should determine. They are after all the customer of the driving schools and the people who will ultimately be doing the hiring and then providing the additional training and guidance needed to turn the new drivers into professionals. Obviously, the carriers will need to work with others – the professional training schools, insurers, etc. – who have important expertise to offer as well as a stake in the final outcome. We have learned from experience (e.g., Earning Your Wheels) that there is little point in developing a program that no one can afford to offer or to take. But the starting point – at least for my money – has to be for the carriers to define what it is they want and then work with the others from there. A lot of work has been done in this area already so perhaps that part might not be as difficult as we might think. The real challenges will likely – as always – be to achieve consensus within the industry and then to convince the provincial governments (who have jurisdiction in this area) to move in this direction. We need to find a way to get everyone pulling in the same direction on roughly the same timetable. And, of course there is the issue of money. The costs will need to be shared by the major stakeholders – the carriers, the trainees and government. But by improving the quality of the people coming into the industry, by making our economy more productive and our roads safer, the return on investment should be significant. 42


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Are You Choosing The Right Route For Your Truck?

kI qusIN Awpxy tr`k leI TIk rUt cux rhy ho? There are two approaches a business owner can take to increase their business revenue. The first approach is to increase its market share by targeting new customers or by offering additional services to its current customer base. When the business is new, this is a very appropriate approach a business can take. But, once the business reaches a specific level, it becomes more difficult to keep adding new services or increasing the customer base. At that stage, there is a second approach which becomes more feasible for a business owner to adopt. That approach is to make the business more efficient to operate. In other words, efficiency means reducing the cost of operations. In the trucking business, there are a number of ways to reduce the cost of operations. The focus of this article is to reduce the cost by using Route Optimization techniques. The goals of Route Optimization are threefold: • Minimize empty miles • Optimize paid miles, fuel usage and hours of service • Plan ahead for next trip Empty or unpaid miles are the bane of any trucking company. Every minute that a truck spends on the road without carrying a paid load means lost money for the business. Losses are both immediate such as driver’s pay and fuel, and long term, as in excess wear and tear on the truck and trailer. With a detailed map of a truck’s current route available, it becomes easier to locate potential loads on or near the path being followed. A poorly planned trip can easily result in delays that will cost the business owner in increased driver time, fuel expenses and potential penalties from their clients. A driver who is given detailed instructions on what roads to take and areas to avoid will spend more time driving to his destination and less time trying to find it. Modern mapping software has aids beyond just truck routes. Locations of truck stops and tracking of nationwide fuel prices make it possible to schedule refueling stops where the lowest price is available. Traffic reports covering most major roads enable a truck to find alternate routes before becoming stuck in traffic jams. The ideal route is a continuous sequence beginning and ending near the company yard where every delivery is immediately followed by a pickup in the same or a nearby location. This is the goal every dispatcher should work towards when they are taking orders for their trucks. A driver should always have his next load lined up before arriving at his current destination. “Miles” are a great yardstick for any trucking company to measure its business growth. The more miles a truck travels the more money the company makes. On the other hand, more mileage also means more expenses. Especially with skyrocketing fuel prices, every out-of-route or empty (non-billable) mile a truck 44

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Are you posing the right route for your truck?

travels increases the operating expenses for the business. So, here is the place where technology like mileage optimization software comes into the picture. Mileage software began 20 years ago as an extension of printed standard mileage guides accepted by shippers and carriers for negotiating rates. By automating calculations, the electronic guides offered a major convenience for those that could afford to make the switch. Over the years, however, computing power available for PC-based systems and better methods for obtaining mapping information in digital formats has greatly expanded the use of mileage and routing to a wide variety of basic fleet management functions. There are two main software vendors who provide route software solutions. One is the Princeton, NJ based private company ALK Technologies ( The other is the Bridge City, Texas based ProMiles ( Alk is known for their PC*Miler Software. PC*MILER is the transportation and logistics industry’s leading routing, mileage and mapping software solution. A route can be planned by using practical or shortest routing parameters. It can further classify the route with toll discouraged, national network, 53’/102’ trailer or hazardous materials routing. Its planning restrictions include everything from bridge heights and clearances, load limits, one-way road designations, left-hand and dangerous turn restrictions, urban road classifications, truckrestricted and truck-prohibited roads. Other benefits include truck-specific, turn-by-turn street-level directions, mileage and maps for dispatch, rate determination and quotes, trip cost and time estimates, dispatch, driver pay, fuel tax reporting, driver log auditing, load planning, carrier selection, freight bill auditing and logistics analysis. Promiles offers a commercial vehicle / truck routing and mileage software for professional drivers and fleets. It includes address to address routing, custom vehicle configurations, basic fuel purchase optimization, and has many add-on options and programs available. The other benefits include state mileage summary, full color interactive maps, driver itinerary, shipment analysis, trip quotes, expanded rating capabilities and many reporting options like IFTA reports and IRP renewals. In Summary, route optimization can generate the most efficient commercial route, complete with detailed driving instructions, accounting for bridge heights, low underpass and commercial vehicle restrictions, seasonal road closures, toll road avoidance and actual posted speed limits. It is a worthy investment for a trucking company to run its operations more efficiently. SEPTEMBER / OCTOBER 2013

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Google’s Data-Trove


Internal Debates Arise Over Using Collected Information and Protecting Privacy Chief Executive and co-founder Larry Page asked executives to develop a new, simplified privacy tool that would act as a kind of sliding scale, allowing users to designate whether they wanted minimal, medium or maximum collection of information about them in all of Google’s services, and how much the information would be shielded from being viewed by other users. After much wrangling and many attempts to build the “slider” tool, whose three main settings were nicknamed “kitten,” “cat” and “tiger,” the idea was abandoned last year, according to people familiar with the matter. Because Google has so many Web services that operate differently, executives found it impossible to reduce privacy controls to so few categories, these people said. Also, allowing people to select the maximum-protection setting, known as the “tin-foil-hat option,” went against Google’s newer efforts to get more people to share in Technology companies say they care about user privacy and seek to shield their users from unwarranted government intrusion, but they are collecting and sifting increasing volumes of user data from which they profit. For most consumers, providing personal information for Web services is a worthwhile trade. Others object to having their online lives tracked and analyzed. The breadth of Google’s information gathering about Internet users rivals that of any single entity, government or corporate. The Web search and advertising giant continues to expand its collection and analysis of data, turning its mission to index the world, its people and their interests into a roughly $50 billion-a-year advertising business. Google executives also remain closed about much of its internal data-handling practices, fearing that discussing privacy-related topics might hurt the company with consumers, according to people who have worked on privacy issues at the firm. But there are signs Google is feeling increased pressure to calibrate how much emphasis it puts on user privacy. Scarred by a small number of past user-privacy missteps that generated global controversy, and under increased regulatory scrutiny in the U.S. and Europe, executives are engaged in wide-ranging internal debates and in some cases slowing product launches to address privacy concerns, according to people familiar with the matter. Eric Grosse, Google’s vice president of security and privacy engineering, said in an interview that the company cares deeply about protecting people’s personal information and tries to be “as forthcoming as we can” about how all the intricate mech 46

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gUgl vloN ie`kqr kIqI hoeI jwxkwrI dI vrqoN bwry Aqy ies jwxkwrI dI prweIvysI nUM kwiem r`Kx bwry AMdrUnI bihsW c`l peIAW hn[ 2001 ‘c gUgl ilMk dy muKI Aqy sihXogI sMsQwpk ny Awpxy APsrW nUM ie`k nvW qy isDw swdw prweIvyt aupkrx iqAwr krn leI ikhw sI jo ik iek bdlvyN skyl vrgw hovy qy ieh aupkrx kMipaUtr/ ieMtrnY`t vrqx vwilAW nUM ieh shUlq dyvy ik auh ieh inrDwrq kr skx ik auh gUgl dy Kyqr ivc Awpxy bwry dUijAW nUM iks p`Dr dI jwxkwrI dyxw cwhuMdy hn, jwxI ik bhuq QoVHI, ivckwrly p`Dr dI jW pUrI jwxkwrI[ ieh aupkrx ies g`l dw vI iDAwn r`Ky ik dUijAW gwhkW qoN ieh jwxkwrI ikMnI ku rwKvIN r`KxI hY[ kwPI soc ivcwr ipCoN Aqy ies bdlwA vwly aupkrx nUM bnwaux dIAW keI koiSSW qoN bwAd, BwvyN ik ienHW iqMnW lYvlW dw nwmkrn “iktn”, kYt”, qy “tweIgr” vI kr id`qw igAw sI, qy ies sMbMD ivc jwxkwrI r`Kx vwly lok d`sdy hn ik ies aupkrx nUM bnwaux dy ivcwr nUM ipCly swl C`f idqw igAw sI[ ikauNik gUgl dIAW keI p`Dr dIAW vYb syvwvW hn jo v~K v~K qrHW cldIAW hn, ies leI gUgl dy prbMDkW ny ikhw ik injqw sMbMDI kMtrol nUM ieMnIAW QoVHIAW SryxIAW ivc vMfxw l`gp`g AsMBv hY[ nwl hI jy lokW nUM Aiq drjy dI in`jqw kMtrol dI ivvsQw dy id`qI ijsnUM ik “lohy dw top” nwm idqw igAw hY, qW ieh qQ qW gUgl dIAW aunHW nvIAW koiSSW dy ault hovygw jo lokW nUM gUgl dy SoSl qwxy bwxy dIAW syvwvW rwhIN, Awpxy bwry v`D qoN v`D jwxkwrI dyx dIAW koiSSW kr irhw hY[ swfy ivcoN bhuq swry lok GMitAW b`DI, nkiSAW, eImyl Aqy KyfW vrgy aupkrxW auqy vkq lgwauNdy hn[ jdoN ieh swrw ‘fytw ie`kqr kIqw jWdw hY qW gUgl ies bwry kI socdw hY? tOs gYrw Jtpt jwx jWdw hY ik gUgl dy fYS borf auqy kI nzr AwauNdw hY[ qknOlOjI kMpnIAW ieh vI kihMdIAW hn ik auhnW nUM gwhkW dI prweIvysI dw iKAwl qW hY qy auh iesdy byloVy srkwrI dKl qoN bcwA vI krdy hn[ pr nwl hI auh gwhkW dy fytw dI vD rhI imkdwr iv`coN lwB vI kmwauNdy hn[ bhuq swry gwhkW leI, syvwvW dy qwxy bwxy iv`c injI jwxkwrI dyxw iek BrosyXog DMdw vI hY[ k`uJ lok ieMtrnY`t rwhIN aunHW dIAW izMdgIAW bwry jwnx Aqy aunHW bwry CwxbIx krn dy kMm nUM burw vI mnwauNdy hn[ gUgl dI auhdy gwhkW bwry jwxkwrI dI iek`qrqw hor iksy vI kMpnI dy brwbr dI hY BwvyN auh kMpnI iksy srkwr dI hovy jW iksy vfy ingm dI[ vY`b src qy ieSiqhwrbwzI dI ieh idau k`d kMpnI lgwqwr fytw dI ie`kqrqw ivc vwDw krdI hY, qy ausdw ivslySx krdI hY qy swrI dunIAw Aqy iesdy lokW dIAW idlcspIAW dy Kwky nUM iqAwr krn dy mhwn kwrj ivc l`gI hoeI hY[ is`ty vjoN $50 iblIAn vwriSk ieSiqhwrbwzI dw ibjns vI pYdw krdI hY[ gUgl dy Ahudydwr Awpxy AMdrUnI fytw sMBwlx dy qOr qrIikAW bwry cu`p v`tI r`Kdy hn ikauNik auh ies kwrx frdy hn ik in`jqw dy mwmilAW bwry bihs ivc pYky gwhkW dI in`jqw BMg hox kwrn aunHW dw nukswn ho skdw hY[ ies q`Q dw aunHW lokW qoN pqw l`gw hY jo kMpnI dy prweIvysI sMbMiDq mwmilAW ivc Swml sn[ pr ies qrHW dy ieSwry vI pRwpq ho rhy hn ik gUgl kMpnI in`jqw dy mwpdMfW nUM inrDwrq krn leI Awpxy Awp auqy dbwA mihsUs kr rhI hY[ aunHW ny kuJ gwhkW dI in`jqw dy Kyqr ivc vwprIAW glqIAW ny, ijnHW nwl AMqr rwStrI p`Dr auqy vwvylw KVHw ho igAw sI, aunHW dy fr nwl Aqy dUjy pwsy AmrIkw Aqy XUrp dy inXmW dI vD rhI dyK ryK ny, kMpnI dy AhudydwrW ivc KulHm KulHI bihs CyV id`qI hY[ jo lok ies msly bwry jwxkwrI r`Kdy hn, d`sdy hn ik injqw dy muAwmilAW nUM iDAwn ivc r`Kdy hoieAW, kMpnI ny Awpxy iqAwr kIqy hoey nvyN kMipaUtr pRogrwm mwrkt ivc Byjx au`qy rok lw idqI hY[ SEPTEMBER / OCTOBER 2013



Google’s Data-Trove Dance

anisms on the Web work. Thousands of Data ‘Events’ Every hour, an active Google user can generate hundreds or thousands of data “events” that Google stores in its computers, said people familiar with its data-gathering process. These include when people use Google’s array of Web and mobile-device services, which have long collected information about what individuals are privately searching for on the Web. It includes the videos they watch on YouTube, which gets more than one billion visitors a month; phone calls they’ve made using Google Voice and through nearly one billion Googlepowered Android smartphones; and messages they send via Android phones or through Gmail, which has more than 425 million users.

If a user signs in to his or her Google account to use Gmail and other services, the information collected grows and is con1 2/8/13 9:22 AMGoogle can nected toHowesDieselTruckingS13.pdf the name associated with the account. log information about the addresses of websites that person visits after doing Google searches.

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Google’s Data-Trove Dance

Even if the person visits sites without first searching for them on Google, the company can collect many of the website addresses people using Google’s Chrome Web browser or if they visit one of millions of sites that have pieces of Google code, such as its “+1” button, installed. Android-based phones and Google Maps can collect information about people’s location over time. Google also has credit-card information for more than 200 million Android-device owners who have purchased mobile apps, digital books or music, said a person with direct knowledge of the matter. Google doesn’t have as much information tied to individual people by name as does Facebook Inc., FB -2.20% according to some former Google employees. (Facebook says it has more than 1.15 billion monthly active users, though the social network performs fewer functions and thus captures fewer data types than Google.) But Google, by pushing website visitors to use services such as its Google+ social-networking service, has been working to catch up on that front. The company is continuing to try to learn more about individual users so that it can provide personalized services such as Google Now, which tries to provide information to people before they even search for it, such as alerting them to traffic updates before their scheduled meetings Going forward, Google could obtain new types of data through wearable devices such as Google Glass that can capture information around the wearer, and through its efforts at owning the pipes and airwaves that directly connect people to the Internet in cities in the U.S., South Africa and elsewhere. Google has a “unique responsibility to have serious safeguards around how it uses data, given the vastness of its scope,”


AYNfrOief AwDwrq Pon Aqy gUgl smyN smyN isr nkSy, lokW dI Bugoilk siQqI bwry jwxkwrI hwsl krdy rihMdy hn[iek bMdw jo ienHW kMmW bwry kwPI jwxkwrI rKdw hY, d`sdw hY ik gUgl kol 20 kroV AYNfrOief ifvweIs gwhk hn ijnHW kol krYift kwrf jwxkwrI vI huMdI hY qy ienHW lokW ny hor mobwiel syvwvW ifijtl ikqwbW qy sMgIq vgYrw jyhIAW syvwvW r`KIAW huMdIAW hn[ gUgl kol lokW bwry ieMnI ivAkqIgq jwxkwrI nhIN huMdI ijMnI ky Pys buk ieMk AYP bI iv`c huMdI hY[ gUgl kMpnI iv`c rih c`uky Ahudydwr d`sdy hn ik ieh jwxkwrI Pys buk mukwbly isrP 2.20% brwbr hY[ (Pys buk dw kihxw hY ik ies dy kol mhInwvwr 1.15 Arb gwhk AwauNdy hn, BwvyN ieh gUgl nwloN G`t kMm krdw hY qy gUgl nwloN G`t fytw iek`Tw krdw hY[ pr hux gUgl gUgl + SoSl nYtvrk srivs prdwn krn l`g ipAw hY ijs nwl auh ies Kyqr ivc kmI nUM pUrI krn dI koSS krygw[ gUgl kMpnI hux ivAkqIgq gwhkW bwry jwxkwrI iek`qr kr rhI hY qW ik ‘gUgl naU’ vrgIAW ivAkqIgq srivisz prdwn kr sky[ ieh srivs lokW nUM auh syvw dyvygI jo aunHW nUM src kIqy vgYr imlygI[ audwhrx vjoN aunHW dIAW inXukq hoeIAW mIitMgW iv`c Bwg lYx leI jwx vwsqy auhnW dy rwh ivc Awaux vwlIAW trYiPk muSklW nUM d`sxw[ hor A`gy vDdy hoey gUgl kMpnI, gUgl glws vrgIAW nvIAW syvwvW rwhIN nvIN iksm dw fytw nvyN aupkrx vrqx vwilAW bwry iek`Tw krygI[ ieh nvW XMqr, gwhk bwry auh fytw iek`Tw krygw jo hvweI qrMgW (vyvz) rwhIN AmrIkw, swaUQ APrIkw qy hor dySW nUM ieMtrnY`t rwhIN joVdw hY[ ‘prweIvysI Porm dw BivK’ nW dI muPq syvw pRdwn krn vwlI auc p`Dr dI sMsQw hY[ ausdy cyArmYn ijaUlz polonYtskI dw kihxw hY ik gUgl kMpnI dw fytw Kyqr eynw ivSwl hox kwrx ies kMpnI dI bhuq hI gMBIr qrIikAW nwl ies fytw nUM sur`iKAq r`Kx dI AnoKI izMmyvwrI bxdI hY[ gUgl kMpnI dI 2200 SbdW iv`c ilKI prweIvysI pwilsI, fytw


rma 0433

Google’s Data-Trove Dance

said Jules Polonetsky, chairman of the Future of Privacy Forum, a nonprofit think tank sponsored by Google and many other technology companies. In 2,200 words, Google’s privacy policy puts few restrictions on how much it can collect or use. More than most peers, Google has been willing to show users some of the information it has collected about them, a feature they can access through their Google accounts or privacy settings. (Very few consumers actually use the tools, according to people familiar with their usage.) Google also makes available to people a list of information that is used to target ads to them, based on the websites Google knows they have visited and information they have provided to Google services. People have the option of blocking Google from targeting ads to them based on the data. More Privacy Fights But more-rigid privacy reviews and launch delays are more common now, say people familiar with the matter. Creating Google Now, a service for mobile devices that was developed starting in 2011 and launched in 2012, was an ordeal, said a person familiar with the process. The Google Now team had to obtain extensive permissions for clearance to siphon out data from different product groups, such as Gmail and Google Search, this person said. Legal reviews of the product delayed development by weeks, this person said. The product team had to make sure that if a person deleted an email from Gmail, for instance, Google Now would also delete that piece of information, another person said. Google’s engineering privacy group and company lawyers

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Google’s Data-Trove Dance

sometimes hold off a launch until such changes have been made, said other people familiar with the process. “The product is not...God anymore,” one of these people said. Some products holdups occur to make sure that information collected about users when they are signed in to their Google accounts cannot be combined with information collected about the same users when they aren’t signed in, according to another person familiar with the process. The company has long believed in keeping such buckets of data separate from one another, though since 2011 it has increasingly combined information about people’s use of Google services while they are signed in. When a person isn’t signed in and uses Google’s Web-search engine, for instance, the search information is collected and tied to his or her IP address—a string of numbers associated with his or her computer—and a “cookie” data file stored on his or her Web browser. The company says it anonymizes that information after nine months, stripping off some of the IP numerals. Privacy watchdogs in some European countries have issued rulings that Google must roll back part of its 2012 privacy-policy changes that made it easier for the company to mix pieces of data about a person that were collected by various services, or that Google must provide users with details about how long it keeps each type of data about them. Some of the agencies say Google needs to give users the ability to agree to the 2012 changes or keep their information separate as it had been before. Google has said its changes respect European law and that it is engaged in talks with authorities. Courtesy: AMIR EFRATI - The Wall Street Journal


r`b vrgw drjw nhIN r`KdI[ 8a. kuJ nvIAW ivDIAW nUM vrqoN leI KolHx smyN ies krky vI rok id`qw jWdw hY ik auh jwxkwrI ijhVI gUgl AkwaUNt dy vrqx smyN pYdw hUMdI hY auh aunHW gwhkW dy AkwaUNt iv`c jmHW nw hovy ijhVy aus vyly Awpxy AkwaUNt nhIN vrq rhy huMdy[ ieh kQn iksy hor ivAkqI dw hY jo ik ies pRikirAw nwl sMbMDq hY[ kMpnI kwPI dyr qoN fytw BMfwrW nUM ie`k dUjy qoN v`KirAW r`KdI rhI hY[ pr 2011 qoN kMpnI AwpxIAW srivisj iv`c Bwg lYx vwly gwhkW dI kMipaUtr dI Dwrw iv`c phuMcx qoN bwAd pRwpq hoeI jwxkwrI nUM ie`k dUjI iv`c imlwauNdI rhI hY[ audwhrx vjoN, jdoN koeI bMdw Awpxy AkwaUNt iv`c phuMc nhIN krdw qy isrP gUgl dy vYb src ieMjn dI hI vrqoN krdw hY qW qlwS kIqI geI jwxkwrI aus bMdy dy jW ausdy AweI pI dI AYfrYs au~qy icpkw id`qI jWdI hY AweI pI AYfrY`s nMbrW dI auh lVI huMdI hY ijsdw sMbMD aus bMdy dy kMipaUtr nwl huMdw hY iesdy nwl hI iek “ku`kI’ nwmI fytw PweIl vI huNMdI hY jo gwhk dy brwaUzr nwl juVI huMdI hY[ kMpnI kihMdI hY ik auh gwhk dI jwxkwrI nwloN gwhk dy nW nUM 9 mhIny bwAd imtw idMdI hY[ ieh kMm kuJ AweI pI nMbrW nUM imtw dyx nwl kIqw jWdw hY[ kuJ XUrpI dySW iv`c prweIvysI r`Kx vwilAW ny, kuJ AYsy kwnUMn jwrI kIqy hn ijnHW muqwbk gUgl kMpnI nUM 2012 vwlI aus prweIvysI pwilsI dIAW qbdIlIAW nUM vwps lYxw peygw ijnHW ny srivisz vloN iksy bMdy bwry iek`qr kIqI jwxkwrI nUM Awps iv`c imlw dyxw sOKw kr id`qw sI ieh kwnUMn ieh mMg vI krdy hn ik gUgl Awpxy gwhkW nUM ivsQwr pUrvk jwxkwrI dyvy ik kMpnI gwhkW bwry jwxkwrI nUM ikMnI ku dyr q`k Awpxy pws r`KygI kuJ ie`k sMsQwvW ieh kihMdIAW hn ik gUgl nUM cwhIdw hY ik auh Awpxy gwhkW nUM 2012 swl vwlIAW qbdIlIAW nwl sihmq hox dw mOkw dyx jW aunHW bwry jwxkwrI nUM pihlW vWg v`KirAW r`Kx[ gUgl kMpnI kihMdI hY ik ies kMpnI dIAW qbdIlIAW XUrpI inXmW dw siqkwr krdIAW hn qy ies vyly ieh dUjIAW iDrW nwl g`lbwq kr rhIAW hn[


US Regs could create Million-Driver Gap

by 2016

If all implemented, a wave of regulations in the U.S. could the trucking industry in need of a million drivers by 2016, declared Noel Perry, senior consultant with FTR Associates. According to a report by Truck News, during the industry forecaster’s State of Freight webinar this week, Perry and FTR director Jonathan Starks focused on the impact of the new hours-of-service rules, which went into effect July 1. “The world is still spinning, that of course is the good news,” Jonathan Starks, director of transportation analysis, said when kicking off the discussion about the new limitation on driving hours and additional rest breaks the rules ushered in. “But that doesn’t mean things haven’t changed.” As Truck News reports: He said weakening freight growth may have limited the rules’ impact and the effect of the mandatory, half-hour break on productivity is debatable. Perry said while the new rule reduces the maximum daily working time by 6%, or half an hour, “We think the effect will be very small. Very few people have a bladder big enough to drive 11 consecutive hours; they usually stop more than once,” “The only difference is instead of stopping for a 15-minute break to go to the bathroom and get an ice cream cone, they’ll have to stop for the full half-hour. In an 11-hour period, I think they would stop to eat anyway, so this was a relatively small change.” The bigger hit, he contended, is in the form of the new 34hour reset rules. He said they have the potential reduce industry productivity by up to 15% if all drivers were currently maxing out their weekly driving time, which isn’t the case. Those facing the greatest loss of income will be fleets and drivers involved in long-haul transport where drivers are on the road for long periods. “Can they hire enough people or are we going to have a shortage?” Unlike in previous economic upturns, Perry said US trucking fleets have been more reticent to add capacity. Fleets are buying about half the discretionary power units they were in 2004, he noted. This would suggest there could be some serious upward pressure on rates in the not-too-distant future. Perry said the remainder of 2013 could bring pressure on capacity comparable to 2004, when rates spiked and remained high for more than a full year before abating. “Once prices get that momentum, they tend to stay increased for a while even after the pressure goes away,” Perry said. “If we have a major pricing event at the end of 2013 or in 2014, I expect it to last for two years.” The experts at FTR Associates had some tips for both 52

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frweIvrW dI loV

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US Regs could create million-driver Gap by 2016

truckers and shippers on how to deal with the coming labour crunch. For carriers, “This is the time to ramp up your recruiting efforts,” said Perry. “And you want to be particularly solicitous of your drivers. If you’re thinking about an increase in pay, this is probably the time. If you are thinking about the way you handle your drivers…this is the time to be particularly solicitous about time at home and other things that make for a happy workforce.” As for shippers, Perry said they should prepare for the possibility of higher rates and be working to drive waste out of the system. “The first thing is, you’ve got to make sure you have the budget flexibility in case rates do go up. You would hate to be losing shipments because you don’t have the right budget authorized. Two, be flexible about how you manage your docks to get truckers in and out quickly. This is not the time to send them away and ask them to come back in another four hours because they missed their appointment. They won’t accept loads to shippers that hold them at the docks,” Perry warned. “This is a great time to be thinking about cooperative programs with your core carriers to match, beforehand, the

availability of equipment and loads.” As for any hope the industry had that the new rules would be overturned by the courts, Perry said it’s looking like a pipe dream. “In my opinion, if the court had intended to intervene in the case of hours-of-service, they most certainly would have done it before the rule was changed,” he said. “That is underscored by the fact that during oral arguments of that case, the judges were uniformly negative to the people who were (challenging the new rules).” Still, while all the attention lately has focused on the costs of the new HoS rules, Perry reminded FTR subscribers that there are many more changes to come, which could collectively prove to be a much heavier anchor on productivity. “Hours-of-service is a big change, but it’s only one of many,” he said. “We have to focus on what is happening in the marketplace immediately, but we can’t lose track of the fact that there’s a lot more to come from other regulatory changes.” He provided a list of more than 20 regulations that are at some point in the process of being introduced, and almost all would hamper the industry’s productivity (increased sizes and weights being the only exception).

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pr swnUM ieh vI B`ulxw nhIN cwhIdw ik inXmW dy bdlx nwl bVw kuJ hox vwlw hY[ aunHW ny auh 20 inXmWvlIAW dI sUcI idqI ijhVIAW lwgU hox dI prikirAw iv`c hn qy ieh swrIAW hI ieMfstrI dI pYdwvwr iv`c rukwvt bxngIAW (v`fy Awkwr Aqy v`fy Bwr hI Cot ivc Awauxgy)[




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Additional Clarification of HOS Rules The Canadian Trucking Alliance has complied the following report with input from the Federal Motor Carrier Safety Administration (FMCSA) and the American Trucking Associations in regards to last week’s news that a US Court of Appeals upheld the hours of service rules, except for a decision to exempt shorthaul drivers from the requirement to take 30-minute breaks before driving more than eight hours straight. Effective August 2, 2013, the FMCSA will no longer enforce 49 CFR 395.3(a)(3)(ii) against any driver that qualifies for either of the “short haul operations” exceptions outlined in 49 CFR 395.1(e) (1) or (2). FMCSA has requested that State and local enforcement agencies also refrain from enforcing the 30-minute rest break against these drivers. Specifically, the following drivers (including Canadian drivers) would not be subject to the 30-minute break requirement: • All drivers (CDL and non-CDL) that operate within a 100 air-mile radius (185.20 km)*of their normal work reporting location and satisfy all time limitations and recordkeeping requirements of 395.1(e)(1). • Non-CDL drivers that operate within a 150 air-mile radius (277.77 km)* of the location where the driver reports for duty and satisfy all time limitations and recordkeeping requirements of 395.1(e)(2). Carriers should reference the full details of the many conditions of the exemptions in 395.1 e to determine if any of their short-haul cross-border operations would not be subject to the 30-minute break requirement. *Special Note: 100 air-miles are equivalent to 115.08 statute miles (185.20 kms), and 150 air-miles are equivalent to 172.6 statute miles (277.77 kms).

US Bill Would Expand States’ Ability to Regulate Ports New York legislators are proposing a bill that would allow states to regulate port trucking in ways similar to the Port of Los Angeles program that was rejected by the Supreme Court. The bill offered by Sen. Kirsten Gillibrand, D-N.Y., and Rep. Jerrold Nadler, D-N.Y., would let a state or a local authority set up such a program, which, like measures in the Port of Los Angeles’ Clean Truck Program, would require drayage motor carriers with environmentally-approved trucks to sign a concession agreement before transporting cargo at the Port. Portions of Los Angeles’ Clean Truck Program were reversed when the U.S. Supreme Court upheld a challenge by American Trucking Associations. ATA argued the city overstepped its authority by imposing criminal penalties if trucking companies violated the program’s provisions, such as requiring trucking companies to have off-street parking locations when trucks were not in service. Gillibrand and Nadler want states and local governments to have the legal authority to impose additional regulations.

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Are Small Carriers Discriminated Against? A recent review of the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance Safety Accountability (CSA) program suggests that small carriers may see more than their share of rankings in the Behavioral Analysis and Safety Improvement Categories (BASIC) of CSA. In comparing the numbers between large carriers and small carriers, it is also important to keep in mind that most small carriers do not have a public score. In fact, less than half of the 470,000 carriers with U.S. Department of Transportation operating authority have a public score or any data at all. The interesting thing to note though is that the few number of small carriers who acquire a public BASIC score tend to have higher (which is negative) scores than those of the larger carriers. Generally, fleets with 20-15 trucks are less that receives one or two negative inspections will end up with very high BASIC scores. This can be a challenge for small fleets and those looking at the scores. Carriers with very few inspections can and do receive abnormally high BASIC scores, even if just one inspection is negative. This is, in part, due to percentages and no clear


distinction between the sizes of a fleet. A fleet of five trucks might receive a negative inspection on one truck or receive a number of inspections on its fleet, resulting in a high BASIC score and being on the cusp of intervention by FMCSA. But, after time the inspections drop off the list due to time, or due to fewer inspections of the trucks there may be insufficient data to warrant being on the list. When it comes to Hours of Service (HOS) issues, a very common way for small fleets to receive high BASIC scores, the solution to addressing those can be quite expensive. Electronic On Board Recorders (EOBR’s) are an investment that will help eliminate minor “form and manner” violations. Once a carrier, of any size, has high BASIC scores the only way to improve those scores is to earn better inspections and to wait. The weight value of inspections and violations in scoring falls after six months and again after 12 months. They drop out of the SMS after two years. Not all small fleets can afford the costly decision to implement and EOBR system though. It is an effective solution as some inspectors see EOBR equipped trucks as not worth the time of an inspection. A fleet of

5 trucks though can result in an investment of just under $10,000 for an EOBR system. However, if the BASIC scores are high, and are primarily the result of HOS compliance issues, it’s a cost small fleets may consider. Additional analysis of the FMCSA’s CSA program suggests that independent owner operators may also realize a higher percentage of challenges. Data suggests that an independent owner operator is up to 4 times more likely to be inspected as compared to a truck running under the authority of a fleet with more than 500 trucks. And, given the same comparison, independent owner operators are 3-4 times more likely to be placed out of service. Because small fleets or independent owner operators are less likely to be inspected, any inspection with any issue will result in a poor BASIC score. This presents business challenges as the FMCSA encourages brokers and shippers to use carriers who have been inspected. An independent may not receive an inspection at all, and therefore may not even have a score to share. But again, an inspection will of a fleet with 1-5 trucks will likely result in a high BASIC score, making it difficult to com-


irsk Aqy irvwrf: Coty kYrIArz pRqI CSA dw fwtw ikvyNy ivqkry BirAw hY? FMCSA dy kMpwlwieMs syPtI AkwauitiblytI poRgrwm dy pihly do swl dy fwtw dy ivSlySx qoN pqw cldw hY ik 20% kYrIArz dI bIhyvIAr AnYlyisz qy SyPtI ieMprUvmYNt rYNikMg s`q kYtygrIz iv`co G`to G`t ie`k ivc qW hY, ijs kwrx SyPtI myXrmYNt isstm (SMS) sI AYs ey dw AMg bx jWdw hY[ieh inScy hI CCJ duAwrw inrDwrq 12% nwloN vrxnXog suDwr hY[ ikauNik auhnW dw pRdrSn vDyry hY, ies leI ieko tr`k vwilAW nwloN v`fy kYrIArz dw skor BASIC qy AwDwrq sImW nwloN do qoN qIh guxW q`k Aosqn vDyry cMgw hY[ ieMspYkSnz dw Coty kYrIArz qy Asr: swry Coty kYrIArz leI CSA dw AOsq skor AYbnwrmlI G`t hY ikauNik ienHwN ivcoN bhu`iqAW dw pbilk skor hI nhIN huMdw[XU. AYs.fIpwrtmYNt AwP tRWsportySn AQwrtI dy lgBg 4,70,000 kYrIArz ivcoN A`iDAW kol AYs AYm AYs fwtw nhIN hY[lgBg coQw ih`sw kYrIArz dIAW bhu`q G`t ieMspYkSnW hn pr iksy BASIC iv`c AYs AYm AYs rNYikMg jW skor

nhIN hY[jdoN ieh ryitMg vwsqy kwPI ieMspYkSnW krw lYdy hn qW iehnW nMU AOsqn nYgyitv skor hI imldy hn[ audwhrx vwsqy quhwnUM 15 qoN G`t tr`kW vwly Ajyhy kYrIArz l`Bx iv`c muSkl nhIN AwvygI ijhnW dy sI AYs ey skoirMg dw Awgwz ie`ko ieMspYkSn Aqy ie`k jW do vwieElySnz kwrn hI 99.9 vrgI au`cI dr qy hoieAw hovygw[FMCSA dy bulwry dw kihxw hY ik jy iksy BASIC iv`c isstm Anuswr 5 ieMpYkSnW qoN G`t jW 3 ieMspYkSnW qoN G`t ivc BwvyN ie`k vwieElySn hY qW iesdw mqlb ieh nhIN hY ik auh swfy leI kwPI nygyitv ienPrmySn pYdw nhIN kr irhw qy ijs nwl ausnUM au`cy skor nw id`qy jw skdy hox[ FMCSA dw kihxw hY ik AYs AYm AYs rIzlts nUM Prolo Aqy vyKo ik vwieElySnz nwl ikMnIAW ieMpYkSnW hn Aqy ikhVIAW ikhVIAW vwieElySnz hn qW ik auyh dubwrw nw hox[“PweIv tr`k’ dy mwlk Qwms blyk ny ieh pRXog krky vyiKAw hY[AYc E AYs dI pwlxw dy BASIC iv`c ausny ie`k swl qoN v`D smW Kqry dI

sImw qoN au`pr gujwirAw hY[hux ausdy myn AYs AYm AYs pRoPweIl au`qy ausdw PlIt koeI skor nhIN idKw irhw[ auh ies siQqI qy ikvyN pu`jw? ausny vI auho kuJ kIqw jo v`fy kYrIArz iv`coN bhuqy krdy hnAwn borf irkwrfrz iv`c Dn lgwieAw[blyk ijs kol aus vyly kyvl 6 trk sn ny EOBR isstm vwsqy 9 hzwr fwlr Krcy[ies nwl CotIAW CotIAW Aqy suBwvk vwieElySnz Kqm ho geIAW[swP suQrIAW ieMspYkSnW nUM C`f ky skor suDwrn dw ieko ie`k qrIkw hY - aufIk kro[ieMspYkSnW Aqy vwieElySnz dy skor Cy mhIny ipCoN G`t, bwrW mhIny ipCoN hor G`t Aqy do swl ipCoN AYs AYm AYs iv`coN Alop ho jwxgy[ EOBR lgwaux dw PYslw SurU SurU iv`c qW blyk leI Krcy vwlw sI pr AMq iv`c ieh lwBkwrI swbq hoieAw[ieh isstm ieMspYktrW nUM pRsMnqw idMdw hY Aqy bhuqy qW ies isstm vwly tr`k dI ieMspYkSn krn dI vI loV nhIN smJdy[smW bIqidAW blyk dw AYc E AYs dw BASIC skor Alop hI ho igAw[

pete with large carriers. To be fair though, those large carriers have a much higher exposer and are up to 30

times more likely than single-truck owners to have scores above intervention on BASIC. On the other side, however, there is a much

greater chance of earning good inspections and improving the BASIC score for large carriers.





Armed Mountie to keep eye on U.S. truck inspection pilot project in Surrey An armed RCMP officer will be present at all times during a Canada-U.S. pilot project for pre-inspecting truck cargo, says a newly released bilateral agreement. The federal government says the measure is a reminder that Canadian law applies even though gun-toting American inspectors have set up shop north of the border. In the first phase of the cargo pilot project, which got underway in June, U.S. Customs and Border Protection officers are working in Surrey, B.C., to conduct preliminary inspection of truck shipments crossing into Blaine, Wash. The pilot project is part of a CanadaU.S. perimeter security pact aimed at ensuring the swift flow of goods and people across the 49th parallel while bolstering overall North American defences. The American officers, though permitted to carry guns, are limited to preinspection duties — initial questioning of truck drivers to determine the admissibility of goods to the U.S. — and do not have power to enforce Canadian or U.S. criminal laws. During the six-month pilot, an armed Canadian police officer is to be stationed “in the line of sight of the pre-inspection booth” at all times it is operating, says a memorandum of understanding on the project, released to The Canadian Press by Public Safety Canada.

“The Participants also understand that cargo pre-inspection processing may be suspended at a pilot location at such times that the Canadian law enforcement officer is not present,” says the agreement, signed in March but not made public at the time. The police presence “demonstrates that Canada and the U.S. are working collaboratively while ensuring Canadian laws continue to apply while in a U.S. pre-inspection zone,” said Public Safety spokeswoman Josee Picard. An RCMP officer is assigned to the British Columbia pilot project at the Pacific Highway crossing and a member of the Niagara Regional Police Service is to take part in a second phase of the initiative at the Peace Bridge connecting Fort Erie, Ont., and Buffalo, N.Y., Picard said. A U.S. customs officer accused of using excessive force or otherwise breaking the law would answer to Canada’s legal system during the pilot projects, expected to last up to 18 months. However, the memorandum says in the meantime “options are to be developed” to address issues of officer accountability, including civil and criminal liability. It adds that failure to develop mutually agreeable options could spell the end of the pre-inspection initiative. “Discussions are ongoing on a preclear-

ance agreement that will respect both countries’ jurisdictional concerns and both countries’ sovereignty,” said a U.S. Embassy official in Ottawa. The same issues of officer accountability have held up other perimeter security pilot projects that would see the two countries create integrated teams in areas such as intelligence and criminal investigations. The Canadian Press reported this week that, according to an RCMP briefing note, the U.S. has asked that its police officers be exempt from Canadian law if they agree to participate in the projects. The October 2012 note said the U.S. request came despite the fact that, traditionally, co-operative initiatives in crossborder law enforcement have been based on the notion that the laws of the host country apply to illegal acts on its territory. Liberal MP Sean Casey, the party’s associate justice critic, said Wednesday he hopes Canada stands its ground and that “we not allow for any sort of sovereignty creep.” In response to a question tabled in Parliament, Casey was told in April that foreign police operating in Canada “are subject to Canadian law.” He now fears Canada might relax the long-standing host country provisions. “I hope they don’t go there, but I’m worried they will.”

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AmrIkn APsrW nUM BwvyN Awpxy nwl hiQAwr kYrI krn dI AwigAw id`qI geI hY pr auh XU.AYs. iv`c jwx vwlIAW vsqUAW bwry muFlI pu`C-pVqwl q`k hI sImq rihxgy Aqy auhnw kol knyfIAn jW AmrIkn kirmnl knUMnW nUM vrqx dI SkqI nhIN hovygI[knyfIAn puils APsr prI-ieMspYkSn bUQ qoN vyKx Xog dUrI qy rhygw Aqy aus dI gYr hwzrI smyN prI-ieMspYkSn dw kMm ruikAw rhygw[ies AYgrImYNt qy mwrc iv`c hsqwKr hoey sn[ knyfw dI pbilk syPtI spoks-vomYn Josee Picard Anuswr pYsyiPk hweIvy krwisMg au`qy ie`k Awr.sI.AYm.pI APsr dI ifaUtI lgweI geI hY Aqy dUsry Pyz iv`c pIs bir`j qy jo AYntYrIE dy Port AYrI Aqy

inaU Xwrk dy buPYlo nUM joVdw hY inAwgrw irjnl puils srivs dw ie`k mYNbr inXukq hovygw[ ies pwielYt prwjYkt dOrwn jo 18 mhIny c`lx dI Aws hY, jy kr koeI XU.AYs kstm APsr knUMn BMg krdw hY qW ausnUM knyfIAn lwA isstm pRqI jvwb dyh hoxw pvygw[ Awtvw iv`c XU.AYs AYNmbYsI dy ie`k AiDkwrI ny ikhw ik ie`k hor prIklIArYNs AYgrImYNt bwry ivcwr-crcw c`l rhI hY ijhVw dohW dySW dy KyqrW Aqy AzwdI bwry SMikAw nUM dUr krygw[APsr dI AkwauNitibiltI dy ieSU kwrn hI pYrImItr sikaurtI bwry pwielt prwjYkts ruky pey hn ijnHW rwhI dohW dySw ny ieMtYlIjYNs Aqy kirmnl pVqwlW leI tImW giTq krnIANw sn[ 59


Rules Stand

The Federal Motor Carrier Safety Administration’s (FMCSA) Hours of Service (HOS) rules successfully withstood a federal court review. The U.S. Court of Appeals for the District of Columbia Circuit upheld most of the HOS regulations, with the exception of a 30-minute break for short-haul carriers. Arguments made by the American Trucking Association (ATA) and one by advocacy group Public Citizen were both rejected, allowing the newly instituted HOS rules to stand. In ruling that the 30-minute break for short-haul carriers would be struck down the Court agreed with ATA, indicating that the FMCSA’s research only justified requiring breaks from driving, not other periods. ATA’s other petition, which was rejected by the Court, asked that the Court block the implementation of the HOS rule, arguing that it was flawed and not well supported. ATA had suggested the HOS rules were too restrictive on truck drivers’ schedules and could create additional dangers by forcing drivers to operate during high traffic times. The premise of ATA’s argument was that the rules were “arbitrary and capricious and contrary to law.” In an August 2, 2013, press release, ATA’s senior vice president of policy and regulatory affairs said, “While we are disappointed the Court chose to give unlimited deference to the Federal Motor Carrier Safety Administration’s agenda-driving rulemaking, the striking down of the short-haul break provision is an important victory.” “The court recognized on numerous occasions the shortcomings of the agency’s deliberations, so despite upholding most of the rule, we hope this opinion will serve as a warning to FMCSA not to rely on similarly unsubstantiated rulemakings in the future,” Osiecki said. “One thing this rulemaking makes clear is that fatigue is a small problem when viewed through a crash causation lens. ATA hopes FMCSA will work with the trucking industry to address more pressing safety and driver behavior issues, including those than can be directly affected through proven traffic enforcement activities aimed at unsafe operating behaviors.” Public Citizen, on the other hand, had argued that the HOS rule is “insufficiently protective of public safety.” The Public Citizen web site says that, “Driving a truck is one of the most deadly occupations in the United States. Increasing the consecutive driving hours for truck drivers is inhumane and rolls us back to pre-Depression Era working conditions. Public Citizen calls for the Federal Carrier Motor Safety Administration (FMCSA) to create a standard that protects drivers of both passenger cars and trucks on our roads.” Public Citizen was specifically wanting to disallow the 11th hour of driving and the 34-hour restart. Public Citizen was found to have no standing with the Court. Scott Nelson, the Public Citizen attorney said his group was “obviously disappointed” with the ruling. “The restart provision has now been sustained without anybody evaluating its merits.” ATA’s press release seems to applaud the Court’s ruling on Public Citizen’s motions, suggesting it would have been far too restrictive if those motions were adopted. ATA does encourage further work on the HOS though. “The court recognized on numerous occasions the shortcomings of the agency’s deliberations, so despite upholding most of the rule, we hope this opinion will serve as a warning to FMCSA not to rely on similarly unsubstantiated rulemakings in the future,” Osiecki said. “One thing this rulemaking makes clear is that fatigue is a small problem when viewed through a crash causation lens. ATA hopes FMCSA will work with the trucking industry to address more pressing safety and driver behavior issues, including those than can be directly affected through proven traffic enforcement activities aimed at unsafe operating behaviors.” 60

kort ny AYc E AYs dIAW bhuq ` IAW DrwvW nwl sihmqI pRgtweI ie`k PYfrl ApIl kort ny AmrIkn tRikMg AYsosIeySn Aqy (ATA) Aqy pbilk istIjn (PC) dIAW bhu`qIAW dlIlW nUM nkwridAW tr`k frweIvrW leI pRclq Awvrz-AwP-srivs (HOS) rUlz nwl sihmqI pRgtweI hY[ PYfrl motr kYrIAr syPtI AYfminstRySn (FMCSA) dy kyvl ie`k PYsly nwl kort ny AsihmqI id`qI hY ijs iv`c A`T GMty dI frweIivMg ip`Co QohVI dUrI qy clx vwly frweIvrW leI vI 30 imMt dI bryk lYxI zrUrI sI[bwkI swry frweIvrW leI ieh 30 imMt bryk vwlI Srq lwgU rhygI[kort ny 34 GMty rIstwrt vwlI provIzn vI jwrI r`KI hY ijhVI frweIvr AwpxIAW hPqwvwrI frweIivMg ilimts nUM rI-sY`t krn leI vrq skdy hn[ies shuUlq nUM s`q idnW iv`c kyvl ie`k vwr vrq skdy hW Aqy ies iv`c G`to G`t do vwr ie`k vjy svyr qoN pMj vjy svyr dw smW Swml hoxw cwhIdw hY[FMCSA v`loN HOS bwry rIvweIzf kIqy rUl pihlI julweI qoN lwgU ho cu`ky hn[ klMbIAw dI XU.AYs. kort AwP ApIlz iv`c HOS rUlz nUM lwgU hox qoN rokx leI ATA nyN PrvrI, 2012 iv`c ie`k kys pwieAw sI[ATA dw kihxw sI ik HOS rUlz dw ADwr nuksdwr DwrnwvW Aqy ivSlySxW auqy AwDwrq hY Aqy PYslw qwnwSwh qy snkI hY Aqy inXmW dy ivru`D hY[ATA dy pwlsI qy rYgUlytrI mwmilAW dy sInIAr aup-prDwn Dave Osiecki Anuswr BwvyN kort ny FMCSA dy frweIivMg rUlj dy AjMfy nUM loV qoN v`D snmwn dy ky swnUM inrwS kIqw hY pr Swrt hwl bryk bwry provIzn nUM lwgU hox qoN rokxw, ie`k mh`qvpUrn ij`q hY[kort ny keI vwr AjMsI dI soc ivclIAW qrutIAW nUM sivkwirAw hY[ies leI BwvyN bhu`qy inXmW nUM kort dI sihmqI imlI hY pr FMCSA leI ieh ie`k vwrinMg vI hY ik auh Biv`K iv`c Ajyhy ADwr-rihq inXm GVn qoN bwj Awey[ kuJ pbilk ieMtrst gru`pW v`loN ‘pbilk istIzn’ ny FMCSA dIAW do provIznj nUM cYilMj kIqw sI jo 11 vyN frweIivMg dy GMty Aqy 34 vyN rIstwrt dy GMty bwry sn Aqy jo 2004 qoN lwgU sn pr kort ny ieh kihky ieqrwj r`d kr id`qy ik iehnW Aqy ATA duAwrw auTwey gey ieqrwj hweIlI tYknIkl hn, ies leI iehnW dw PYslw FMCSA qy hI C`f id`qw jwxw cwhIdw hY[ srkwrI vkIlW ny ies swl mwrc iv`c ApIl kort nUM ikhw sI ik HOS rUL cyNjz bwry tr`k ieMfstrI dy ieqrwj mihj “isMpl sYNtyiPk ifsipaUts” hn Aqy kort nUM Aijhy ifsipaUts srkwr duAwrw h`l krn q`k kys mulqvI kr dyxw cwhIdw hY[ FMCSA ny ie`k sMKyp stytmYt rwhI ikhw hY ik auh kort dy PYsly qoN sMquSt hY Aqy auh kort dy PYsly nUM GoK rhI hY Aqy CyyqI hI iesnUM pUrI qrHw lwgU kr dyvygI[ Scott Nelson jo pbilk istIzn Aqy ausdy sihXogIAW dw vkIl sI ny ies PYsly qy inrwSqw pRgtweI hY[aus Anuswr rIstwrt bwry provIzn nUM ieh kihky svIkwr kr lYxw ik pbilk istIzn nUM iesnUM cYlMj krn dw AiDkwr nhIN hY-ieqrwz nUM “fikMg” dy brwbr hY[ nYlsn ny ikhw ik fylI frweIivMg dw ‘11 vW GMtw’ dw inXm sivkwr ky kort ny FMCSA dI sYNtIiPk jjmYNt qy ivSvws qW kIqw hY pr AjMsI ny iesnUM pUrI qrHW priKAw hI nhIN hY[hwlW ik AjMsI ies bwry Tos dlIl vI nhIN dy skI sI pr kort ny ausdw hI p`K pUirAw hY[ kort ny ikhw ik HOS dy keI rYgUlySnz iv`c FMCSA ny SWrt hwl Aqy lWg hwl frweIvrW bwry Prk r`iKAw hY ijvyN Swrt hwl frweIvr auh hn jo Gr qoN 150 eyAr mweIlz dy Gyry iv`c cldy hn, rYgUlr qOr qy Gr prq AwaNudy hn Aqy Ajyhw tr`k clw rhy hn ijs vwsqy kmrSIAl frweIvr lsMs dI loV nhIN huMdI[ SEPTEMBER / OCTOBER 2013

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