Desi Trucking Magazine - US edition

Free Copy

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H S New

RULES

Are You Ready?

Balancing Home Work and Life...Pg 6-8

2

JULY / AUGUST 2013

LOS ANGELES

INTRODUCING THE

AMIR DELVARANI

adelvarani@lafreightliner.com

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

JULY / AUGUST 2013

2429 S. Peck Rd, Whittier CA 90601

WWW.LAFREIGHTLINER.COM/EVOLUTION 3

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 Singh Cover Design www.SpicyCreatives.com Translator Onkar Singh Saini

Contact:

Pankaj Grover

Raman Singh

Cell: 650-333-6181 E: pankaj@desitrucking.com

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

30166, Industrial Parkway SW #241 Hayward, CA 94544 Ph: 855-500-DESI | Fax: 559-991-4296

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.

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4

“You have to learn the rules of the game. And then you have to play better than anyone else.”

- Albert Einstein We have day, night, seasons, birth, death and in all of these, everything happens according to the laws of nature. Our world has made laws in order to make it a better place to live and be. Every country, every industry has its own laws and rules, including the trucking industry in which we are involved. Regardless of whether we like it or not, we all have to follow pre-set rules. We have to ensure that we understand and have knowledge of industry laws, regulations, and rules. If needed, Dilbag (Ron) Dhaliwal it’s important to get the right information and training on these, so that we can do our jobs properly. After the training, it’s time to implement what you have learned into your day-to-day operations. Your life will become easier, hustle free, and you will undoubtedly achieve more success in your business. As Albert Einstein said, “You have to learn the rules of the game. And then you have to play better than anyone else.” Yes, if you play better, you will definitely be ahead of your competition. The opposite is also true: you can cheat, but this process will only cause you to have bigger problems. If you get caught breaking rules and laws, the costs can be heavy: from getting heavily fined to shutting down your operation – both of which I’m sure you wouldn’t choose. In order to accommodate the changing needs of the industry, new rules are implemented from time to time. These days, the new Hours of Service rules are in the limelight and are going to be enforced beginning July 1, unless there is a last minute decision to stop them. We have tried to gather as much information as possible to educate the industry regarding these changes and we hope you will appreciate our efforts. There are many sources, including Desi Trucking Magazine, which you can use to get additional information about these new HOS regulations. The APNA Truck Show 2013 was held at Tradex in Abbotsford on June 15 and 16. It was a great success; over 10,000 people visited the show in just two days. Being a part of this show, the Desi Trucking team would like to thank everyone who helped make this show a great success. God bless truckers…see you in the next issue.

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New

10

Hours

Owner Ops & Driver Jobs

of Service

- Mike Howe

The United States’ new Hours of Service (HOS) rules for truck drivers go into full effect on July 1, 2013, and there are very real implications for drivers on both sides of the border.

Logistics

ADVERTISERS

Enr Eprytr Aqy frwievrW dI loV

An Introduction to

44 - Dara Nagra

The word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having the right thing, at the right place, at the right time.

22 CARGO CLAIMS

GET YOUR

FREE VEST

As a driver, you are expected to not damage, and even protect your cargo. Most carriers have trained their drivers to secure cargo properly, operate special equipment, like reefers and heaters and how to properly sign bills of lading.

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32

We’ve got Trucking Jobs for you!

Cheema Freightlines LLC____________Page 20 GBTI Inc._______________________Page 30 Liberty Lines____________________Page 34 North West Carrier Logistics__________Page 34 Elite Transporation Inc_____________Page 35 Diamond Transportation Logistics Inc___Page 39 Smart Way Express Inc_____________Page 43 Stone Trucklines_________________Page 50 CET Inc________________________Page 60

biggest struggles

Kam Way Transportation Inc_________Page 63

maintaining Truck Driver Health on the Road

14

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40

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16

Understanding your Transmission....

When you decide to pursue life on the road, sometimes it’s easy to overlook the almost-guaranteed struggles you’ll face in terms of your health. We’d be lying if we said the truck driving lifestyle wasn’t unhealthy — it is.

50 years ago in 1963, Eaton introduced the Fuller Roadranger transmission with a unique air operated range shift and twincountershaft concept.

Used Volvos, Freightliner, Petes, Kenworths and more

a TEC Equipment company

ost advanced technology on your side.

for off

18

Preparing For Financing in - Trucking with Pashion Advance

Before anyone goes shopping for a truck, trailer or car there are few things to consider.

TECH TID - BIDS

8

New HoS to Cost Industry $189M a Year

14

New scale bypass system can read driver logs, CSA profile with no stopping

21

Air Resources Board Steps Up Border Area Enforcement

25 42 50

Don’t Get Stuck in the Heat...

California’s efforts to clean up diesel engines have helped reduce impact of climate change on state, study finds Heavy trucks boast better safety stats than medium-duty

JULY / AUGUST 2013

57

Details in Border Infrastructure Investment Plan Emerge

38

Trailer Blade Advanced Side Skirt

The Canada Border Services Agency (CBSA) has released a list of “priority” Canada-US border crossings and proposed investment projects included in the binational Border Infrastructure Investment Plan (BIIP) the two nations announced last week under the Beyond the Border Action Plan.

CARB Conundrum

19

54

The diesel user industry in California is no stranger to regulatory efforts directed at emissions reductions.

$100 off for first installation

25 5

Home Gr

Work kMm

Life jIvn

Balance sMquln

6

- G. Ray Gompf

There

are several iterations of the trucking business. First, there is the local operation, where the driver doesn’t exceed 100 kilometers from his or her home base. Secondly, there is medium haul, where the driver doesn’t exceed 800 kilometers from home base. In both of these situations, establishing some semblance of home life isn’t all that difficult with proper planning. For the most part, a driver isn’t going to miss important familial occasions – with proper planning and co-operation with dispatchers/employers, necessary home time can, and is often, achieved. Often, a driver can even count on weekends off.

It is the third type of operation that makes a good home & work life balance almost impossible; yet, proper planning and co-operation can change the words from almost impossible to almost possible. This third type of trucking is, of course, the long haul.

There are several types of long haul: the first is the dedicated route where the driver leaves one city and is bound for a distant city on a regular basis along the same route over and over. Often times, this type of operation involves taking a load from close to home base, reaching a destination, unload, and returning back to home base. These types of dedicated routes often lend themselves to the team type operation where two drivers work together so they can achieve 22 hours of travel in each 24-hour window. The other type of long haul is where the driver follows the load and reloads as close to the original deliver point as possible, bound for another location not necessarily in the direction of home base.

These long haul situations are generally over the 800-kilometer mark and sometimes, well beyond. Often, this type of operation involves coast-to-coast travel and it’s a situation where the driver could be away from home for months at a time. In this type of work, there has to be clear planning so that there is quality in the home life of any description. With your employer, establish the important dates for your family well in advance: birthdays, graduations, religious holidays, statutory holidays, anniversaries, personal vacation times and the like should be planned so that they don’t just surprise you or your employer. They are usually known years ahead of time so it should be fairly easy to reach some sort of compromise with your employer to achieve these. It’s the parent teacher interviews that are next to impossible so if these kinds of issues are important to you, then instead of working out the compromise with your employer, then perhaps it would be easier to work out a compromise with the school. Often times, the school will work out specific arrangements because of the lifestyle of trucking.

Just because somebody may want you to do something at a specific time, which may not be convenient, doesn’t mean you have to just be accepting. You need to learn how to negotiate properly so you are able to achieve those things that need to be accomplished. For the most part, people understand that you have an important job that doesn’t fit the mold of the majority. So, learn to negotiate effectively. Life is about compromise and negotiation. Learn both of these skills.

Employers that dictate every detail of your life and never allow you to negotiate to meet your personal and familial needs are those with whom you do not want to be associated. If your employer doesn’t work with you to achieve your goals and objectives, then find one that will. There is a shortage of good and qualified drivers in this country. Therefore, drivers of quality and qualification need to exercise some backbone and ask for what they want.

The government rules and regulations over the past several years have made the quality of a personal life much more difficult to achieve. Many of these JULY / AUGUST 2013

Home Work Life Balance

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rules and regulations have been sold as assisting in making the highways safer. The reality isn’t a safer highway, but merely it’s the lawmakers exercising more control over the driver pool, effectively putting the driver into virtual subservience.

Many of our homegrown drivers have just given up on trucking because of these new draconian rules and regulations and as a result, the governmental changes exacerbated an already fairly serious driver shortage. The answer to the driver shortage has been to import drivers from overseas. Our newly imported drivers from outside North America, in the minds of the employers, are just happy to be employed even at less money than would be acceptable to homegrown drivers. Recently, I noticed a sign on the back of a trailer, while I was on an intercity drive, that bragged this particular company was paying drivers 34 cents a mile and that one should call their special 800 number to become employed. I was paid 34 cents a mile too, but that was 25 years ago. How can today’s wages be the same as they were two or three decades ago? The lifestyle of trucking covers many factors for individual’s lives, both family and work related. There is a definite requirement for companies to work with drivers to achieve a reasonable home & work balance, but more so, companies have to find a better way to compensate drivers. The new government regulations, that have been industry driven, have eaten away close to 20% of the driver’s potential income over the past several years. There is no sign that this downward slide in potential income of drivers is abating. If being paid by the mile is the one and only way to encourage productivity, then there must be some recognition for the driver’s non-productive hours, which he or she must work and earn zero. Being paid by the mile means that if the wheels aren’t turning the driver doesn’t make a ....

7

TECH TID-BITS

by JAG DHATT

Peterbilt announced an all-new interior for its Model 320 low-cab forward. The new dash, which will be virtually fadefree, will include LED backlit gauges, a new Driver Information Display, as well as rocker switches that are within easy reach. There is much more storage space, contemporary LED lighting, a USB charging port, and a 12V DC charging outlet. Finally, the new pedalposition package was designed by intense consultations with customers.

Ryder System, Inc. began taking delivery of 39 light and medium duty compressed natural gas vehicles. The new CNG trucks range from 16,000 lb GVW to 33,000 lb GVW. These natural gas vehicles are designed for metro and city delivery applications and can be refueled at existing retail CNG fueling infrastructure. Ryder wants to demonstrate their ongoing commitments in finding new ways to meet their customers’ transportation needs.

Meritor components are now becoming standard equipment on Vantage Trailers.

These include suspensions, tire pressure inflation, and wheel-end components just to name a few. Says Todd Finney, president and COO of Vantage Trailers Inc., “Meritor’s long history of innovation in suspension and brake technology gives our customers the assurance that they are relying on world-class solutions in the areas of safety, performance, and running costs.”

Home Work Life Balance

..... nickel even though they are being forced to perform other labor-intense duties. Also, with the new government rules and regulations, downtime isn’t always done at home.

When a driver is forced to take down time away from home, there must be some compensation. The entire pay structure of the industry is definitely in need of review and revision, especially in light of these new draconian rules and regulations that have had a negative effect on a driver’s income. Some of these necessary modifications may be negotiated with progressive employers. It’s not just about negotiating adequate, necessary home time; it’s also about negotiating adequate, necessary pay for all work performed, not just that time when the drivers is actually moving. If an employer isn’t willing to negotiate terms and conditions, then move on to one that will.

About thirty years ago, the industry broke the union hold on the work force, reducing the unionized portion of the workforce down from virtually one hundred per cent to about ten per cent. Because there is almost no ability to collectively bargain within the industry, drivers must learn how to effectively negotiate their own employment contract. Do not just accept the employment contract set up by the employer. The employer needs your services and you need the employer. In the absence of collective bargaining, it is your responsibility to negotiate with your employer. If the employment contract doesn’t meet your needs, then negotiate a deal that will. Never just sign the employment contract without reading it and at the very least, take that employment contract to a qualified lawyer to ensure it meets your needs. Employment is a two way street, especially when the driver has to sacrifice so much of his/her personal life.

Cellutrak Canada now has a complete new line of products, which are adapted for fleet use. The products use both GPS & GSM networks to gather, transmit, and store vehicle information and location data. ‘Control’ and ‘iTrailer’ are two products that can provide better communication and track and recover trailer and container assets. Both of these are easy to install and the user interface is easy to navigate.

Bridgestone has recently announced the new Greatec M845 wide-base and M860A high-scrub for heavy duty urban use. These new tires are designed for more stop and go driving, oil and chemical residue, potholes, and cracked pavement – all which are more prevalent in city driving. The M860A is specifically designed for refuse, high scrub and short haul applications. Technology includes a special compound that improves wear performance and lifespan while the wider belt increases retreadability.

In 2015, Mack Trucks will begin production on their dimethyl ether (DME) powered Mack Pinnacle Axle Back models. This non-toxic and clean burning alternate fuel produces no soot, which eliminates the need for a diesel particulate filter. On another plus, DME offers the same performance and energy efficiency as diesel, yet can be made from North America’s vast supply of natural gas supply, food waste and animal waste, grass clippings and other sustainable sources.

8

Gamber-Johnson recently announced two new Vehicle Docking Stations for the Panasonic Toughpad FZ-G1 and JT-B1 tablets. This ISO 9001:2008 certified manufacturer of rugged docking stations said that these new products are designed with driver safety, vehicle ergonomics and quality in mind.

JULY / AUGUST 2013

JULY / AUGUST 2013

9

New

Hours

of Service - Mike Howe

The

United States’ new Hours of Service (HOS) rules for truck drivers go into full effect on July 1, 2013, and there are very real implications for drivers on both sides of the border.

Originally published as a rule in December 2011, the effective final date of the HOS rule was February 27, 2012, with the compliance date of July 1, 2013. Most carriers PROVISION

not trained should have taken it upon themselves to become familiar with the new rules. Familiar or not, compliance with the rules is mandatory and non-negotiable.

The US DOT’s Federal Motor Carrier Safety Administration (FMCSA) has developed a good comparison of the changes in the rule on their web site. From that site, the summary of changes is in the table:

PRIOR RULE

FINAL RULE - COMPLIANCE DATE JULY 1, 2013

Limitations on minimum “ 34-hour restarts”

None

(1) Must include two periods from 1 a.m. to 5 a.m., home terminal time.

(2) May only be used once per week, 168 hours, measured from the beginning of the previous restart.

Rest breaks

None except as limited by other rule provisions.

May drive only if 8 hours or less have passed since end of driver’s last off-duty or sleeper berth period of at least 30 minutes. [49 CFR 397.5 mandatory “in attendance” time for hazardous materials may be included in break if no other duties performed]

PROVISION

PRIOR RULE

On-duty time

Includes any time in CMV except sleeper berth.

Penalties

“Egregious” hours-of-service violations not spe- Driving (or allowing a driver to drive) more than 3 hours cifically defined. beyond the driving-time limit may be considered an “egregious” violation and subject to the maximum civil penalties.

Also applies to passenger-carrying drivers.

Oilfield exemption

“Waiting time” for certain drivers at oilfields (which is off-duty but does extend 14-hour duty period) must be recorded and available to FMCSA, but no method or details are specified for the recordkeeping.

have, at this point, should have trained their drivers on the new rules and those drivers 10

FINAL RULE - COMPLIANCE DATE FEBRUARY 27, 2012 Does not include any time resting in a parked vehicle (also applies to passenger carrying drivers). In a moving property-carrying CMV, does not include up to 2 hours in passenger seat immediately before or after 8 consecutive hours in sleeper berth.

“Waiting time” for certain drivers at oilfields must be shown on logbook or electronic equivalent as off duty and identified by annotations in “remarks” or a separate line added to “grid.”

The question then becomes “what are the impacts of the new HOS rules on the

industry?” Chett Winchell, President of C.W. Enterprises (an independent regulatory compliance firm in Denver, Colorado, www.YourComplianceCenter.com) suggests there will be a significant impact on drivers.

“Productivity is about to be hit hard with implementation of new Hours Of Service (HOS) rule coming into effect July 1, 2013,” says Winchell. “The United States will still maintain the 60 hours in seven days, or 70 hours in eight days rule.

Freight carriers will have new rules to implement...the major one is requiring drivers to a mandatory 30 minute break after 8 hours of continuous driving.” Interestingly, Winchell points out that the daily hours will remain the same - a maximum of eleven hours driving in a 24-hour period and a maximum of fourteen hours a day on duty. “The time clock starts for the day when the driver initially comes on duty and ends fourteen hours later regardless of what is going on,” says Winchell.

The new restart requirement of the HOS rule will likely have a significant impact on how drivers do their job too. “Additionally, the 34-hour restart may be used only once in a seven day period and there must be two off duty periods from 1:00 am to 5:00am included in the 34-hours,” says Winchell.

“This new restart requirement will in my opinion greatly kill an unexpected layover due to lack of freight or a repair issue due to the probable occurrence happening after a driver takes a weekly restart.”

Unfortunately, the US and Canada are not totally in sync with HOS regulations, thus complicating the situation even further for those drivers that operate in both countries. A few of the key comparisons JULY / AUGUST 2013

New Hours of Service

kMm dy nvyN GMty tr`k

frweIvrw leI XunweItf styts dy kMm sbMDI GMitAw dy nvyN inXm pihlI julweI, 2013 qo pUrI qrHw lwgU ho jwxgy[ ieh bwrfr dy donNo pwsy dy frweIvrw nUM pirBwvq krngy[ dsMbr 2011 iv`c prkwiSq kIqy gey iehnw inXmw dI 27 PrvrI, 2012 lwgU krn dI imqI sI Aqy 1 julweI, 2013 qoN iehnw qy Aml krnw jrUrI hY[ bhuqy kYrIArz ny hux q`k Awpxy frweIvrw nUM nvy inXmw bwry tryNf kr id`qw hovygw Aqy bwkIAw ny hux q`k Awpxy Awp nvyN inXmw dI jwxkwrI pRwpq kr leI hovygI[ inXmw dI jwxkwrI hY jW nhIN, pr iehnw qy Aml krnw jrUrI hY Aqy ies iv`c koeI irAwieq nhIN hY[ XU. AYs. dy PYfrl motr kYrIAr sy&tI AYf minstRySn (FMCSA) ny AwpxI vYb sweIt qy purwxy Aqy nvy inXmw bwry qulnwqmk jwxkwrI id`qI hY[ sweIt qy id`qIAw qbdIlIAw dw sMKyp vrnx hyT pRkwr hY:-

svwl pYdw huMdw hY ik ienw nvNy HOS inXmw dw tr`k ieMfstrI qy kI pRBwv pvygw[ Chett Winchell Anuswr iesdw profkitivtI auqy bhuq fMUGw pRBwv pYx dy Awswr hn[ XU. AYs, iv`c 7 idnW iv`c 60 GMty Aqy 8 idnW iv`c 70 GMty dw inXm pRclq hY[ nvNy rUlz Anuswr frweIvrW leI zrUurI hY ik 8 GMty dI lgwqwr frweIivMg ip`Co 30 imMt dI bryk leI jwvy[ pr kMm dy kul GMty qW auqny hI rihxgy Bwv 24 GMty dy smy iv`c 11 GMty v`D qoN v`D[ ivncYl Anuswr HOS dy nvy rI-stwrt dy inXmw qy vI fMUGw pRBwv pvygw[ bdiksmqI nUM XU. AYs. Aqy knyfw dy HOS bwry inXm iek swr nhI hn[ ies nwl aunW frweIvrw leI jo dono pwsy frweIv krdy hn siQqI kMplIvrW leI ho jwvygI[ kuJ inXmW dw Prk hyT pRkwr hY:- XU. AYs. iv`c 10 GMty Aw& ifaUtI ip`CoN 11 GMty frweIv krn dw inXm hY jd ik

knyfw iv`c ie`k idn iv`c 8 GMty dI Aw& qoN ip`CoN 13 GMty clwaux dw inXm hY[ - XU. AYs. dw Awn ifaUtI tweIm lgwqwr 14 GMty ip`CoN frweIv krn dI AwigAw nhIN idMdw pr knyfw iv`c pRqI idn 14 GMty Awn ifaUtI rihx ip`CoN aus idn frweIivMg krnI vrjq hY[ -XU. AYs. iv`c Aw& ifaUtI tweIm lgwqwr 10 GMty hY, A`TvyN GMty bwAd 30 imMt dI bRyk cwhIdI hY[ knyfw iv`c frweIivMg qoN pihlW 8 GMty cwhIdy hn Aqy 10 GMty pRqI idn (ipCly 14 idnW iv`c lgwqwr 24 GMty) - XU. AYs. iv`c lgwqwr 14 GMty kMm ipCoN frweIivMg krnw mnHw hY pr knyfw iv`c ieh smW 16 GMty hY[ - frweIvr rIsY`t leI XU. AYs iv`c 34 GMty dw smW hY Aqy ies iv`c 1 Am qoN 5 Am dI irsitRkSnj smyq do lgwqwr pIrIAfz dI bMdS hY ik knyfw iv`c sweIkl 1 leI 36 GMty sweIkl 2 leI

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11

New Hours of Service

include: - Driving time in the US includes 11 hours after 10 hours off; in Canada it is 13 hours per day after 8 hours off; - On-Duty time in the US disallows driving after 14 consecutive hours; in Canada there is not driving after 14 on-duty hours per day;

apply. The challenge is making them work in an efficient manner. Given the lesser driving hours in the US compared to that of Canada, a driver that consistently traverses the border might be best off to simply synch their operation with US regulations.

Doing so should maintain compliance with Canadian regulations as well. Either way,

HOURS-OF-SERVICE RULES Property-Carrying CMV Drivers (Valid Until July 1, 2013)

Passenger-Carrying CMV Drivers

11-Hour Driving Limit 10-Hour Driving Limit May drive a maximum of 11 hours after 10 consecutive hours May drive a maximum of 10 hours after 8 consecutive hours off duty. off duty.

14-Hour Limit May not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Off-duty time does not extend the 14-hour period.

15-Hour On-Duty Limit May not drive after having been on duty for 15 hours, following 8 consecutive hours off duty. Off-duty time is not included in the 15-hour period.

Rest Breaks 60/70-Hour On-Duty Limit May drive only if 8 hours or less have passed since end of May not drive after 60/70 hours on duty in 7/8 consecutive driver’s last off-duty or sleeper berth period of at least 30 days. minutes. [49 CFR 397.5 mandatory “in attendance” time may be included in break if no other duties performed] 60/70-Hour On-Duty Limit May not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty. Must include two periods from 1 a.m. to 5 a.m. home terminal time, and may only be used once per week, or 168 hours, measured from the beginning of the previous restart.

Sleeper Berth Provision Drivers using a sleeper berth must take at least 8 hours in the sleeper berth, and may split the sleeper berth time into two periods provided neither is less than 2 hours.

Sleeper Berth Provision Drivers using the sleeper berth provision must take at least 8 consecutive hours in the sleeper berth, plus a separate 2 consecutive hours either in the sleeper berth, off duty, or any combination of the two.

- Off-duty time in the US requires 10 consecutive hours, with a 30 minute break required after the 8th consecutive work hour; Canada requires 8 hours before driving and 10 hours per day (24 consecutive hours within the past 14 days); - In the US, no driving is allowed after 14 consecutive work hours; in Canada no driving is allowed after 16 consecutive work hours; - And for the driver reset, in the US there is a 34-hour restart that must include two consecutive periods 1:00am to 5:00am with restrictions; in Canada the reset is 36 hours for Cycle 1, 72 hours for Cycle 2, with restrictions. There are additional comparisons that can be made, but those are the key ones. The important thing is for drivers and carriers to fully understand the different regulations and how they might 12

any driver crossing the border must comply with the regulations of each country.

With the new US rules one of the biggest challenges is adjusting to a new working hours, rest periods, and resets. “Drivers who work more than 70 hours are probably non-union and both drive and load.

The rules limit workers to 70 hours maximum in an eight day period. The exemption to this, both daily and weekly is this, if you are not driving, i.e. loading, general work not driving - you may work as long as needed. Before drivers return to a driving position, they must have 10 consecutive hours off duty. That will reset the daily clock,” says Winchell. If we are completely honest about the new rules, the industry as a whole can expect a significant impact initially, and many drivers will likely suffer as a result of lack of knowledge and training....

72 GMty hY[ iesy qrHW hor keI pRkwr dy Prk vI hn[ loV hY ik frweIvrz Aqy kYrIArz ienHW dI pUrI pUrI jwxkwrI r`Kdy hox Aqy jwxdy hox ienHW dI pwlxw ikvyN krnI hY[ XU. AYs. dy nvyN rUlj dI sB qoN v`fI cxoqI kMm dy nvyN GMty, rYs`t dw smW Aqy rIsY`ts nwl sMquln bxwauxw Aqy AYfjst hoxw hY[ ijnHW frweIvrW nUM HOS dy nvyN rUlz dw igAwn nhIN hovygw Aqy tRyinMg nhIN leI hovygI auh s&r krngy[frweIvrz, ifspYcrz Aqy kMpnI pRbMDkw duAwrw rUlj bwry koeI vI imsAMfrstYifMg inXmw dIAw aulGxwvw iv`c vwDw krygI[ nvyN HOS inXm sy&tI qy kI suDwr krdy hn- ieh qW smW hI d`sygw pr FMCSA dw mMnxw hY ik v`D rY`st nwl vDyry syPtI hovygI[dUjy pwsy nvyN HOS inXmW dIAw aulMGxwvW CSA skor qy burw Asr vI pwayuxgIAw[ iesy leI kYrIArz Awpxy frweIvrw nUM nvyN rUlj bwry tRyf kr rhy hn[ ie`k hor vyKx vwlI g`l ieh hovygI ik ieh nvyN inXm hwieirMg Aqy rkrUtmYNt nUM ikvyN prBwvq krdy hn[ ho skdw hY ik frweIvr BrqI krdy hox vwilAW dI igxqI iv`c bhuqw Prk nw pvy pr nvyN inXm auhnW frweIvrW nUM PrstRyt jruUr kr skdy hn jo rItwiermYNt dy nyVy hn[ho skdw hY ik Ajyhy frweIvrw nUM PrsmYNt dy nyVy hn[ ho skdw hY ik Ajyhy frweIvr hux CyqI rItwiermYNt lYx leI soc lYx[ nvyN inXmW nwl frweIvrW dI mMg v`D vI skdI hY[auqnW hI Bwr Aqy auqny hI smyN iv`c Fox leI rY`st Aqy rIsY`t dy nvyN inXmw dy kwrx hux vDyry frweIvrw dI loV hovygI[kI kMpnIAw auqny hI lof Aqy lof Aqy ryt nwl vDyry frweIvr hwier krny APorf kr s`kxgIAw qW ik nvyN inXmw dI pwlxw ho sky? nvyN inXm tIm frweIvrw nUM ikvyN prBwvq krngyN- vI ivcwrn Xog hY[ bhuiqAW dw ivcwr hY ik tIm frweIvrW qy ienHW dw Asr nwkwrqk ho skdw hY[hux tr`k idn iv`c cwr GMty qW jrUr KVw rhygw pr pihlw ieh 5 On 5 Off dI prikirAw nwl hmySw c`l skdw sI[ loV hY ik XU. AYs. Aqy knyfw dovyN dyS Awpxy HOS rYgUlySn iv`c smwnqw ilAwaux[ ausy frweIvr nUM donoN pwsy hY pr inXmw dy do sY`ts dI pwlxw krnI pYNdI hY[HOS rYgUlySnj kyvl rYs`t nUM hI nhIN sgoN bhuq swry p`Kw nUM prBwvq krngy[rYgUlySn hmySw bwtm lweIn nUM v`D prBwvq krdy hn[aumId hY ik qusI ies bwry iqAwrI pr leI hovygI[ JULY / AUGUST 2013

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©2013 Volvo Group North America, LLC

13

5

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kYrIAr jW gwhk nwL irSqw ie`k mh`qv pUrn kwrn hY ijs nwL qusIN sPl jW AsPl ho skdy ho pr quhwfI kwmXwbI ‘c quhwfy Awpxy Xug o dwn nUM vI AxgoiO lAw nhIN jw skdw[ bhuq vwrI keI Enr- Awprytr Awp hI Awpxy duSmx bx bihMdy hn[keI vwr auh ies qrHW dy kMm kr jWdy hn jdoN ik auh Awpxy ibzns dI vI pRvwh nhIN krdy[ijvyN ik swl Br dI AOsq nUM nkwr ky vDIAw smyN nUM mu`K r`K ky bjt bxwauxw[ jW kYrIAr ieh vyK ky bdl lYNdy hn ik auh vDyry smW Gr nyVy rihx ibnw ieh socy smJy ik fRweIvyA ‘c hr rwq tR`k KVHw krky auh swry Krcy pUry nhIN kr skdy[ Enr - Awprytr dw qjrbw r`Kx vwLy AYfn, imnIsotw dy ie`k Coty PlIt dy mwlk, ijs nUM qjrbw hY aunHW ivAkqIAW dw ijhVy ivSwl p`Dr ‘qy nhIN socdy, hyT ilKy 5 nukqy d`sdw hY ijnNHW nwl nukswn huMdw hY: 1. ieh soc lYxw ik nvyN tr`k dI vwrMtI kwrn myntInYNs ‘qy ku`J vI nhIN l`gygw[ 2. ies g`l nUM p`kI smJ bYTxw ik v`fI hwrspwvr vwlw tr`k jy G`t Bwr FoNdw hY qW tr`k dI pRqI gYln mweIlyj aus tr`k nwloN v`D rhygI ijs dI hwrspwvr G`t hY Aqy ieh ik tr`k swrw swl ie`ko ijhI AOsq dyvygw Bwr G`t hovy jW v`D[ 3. jdoN nvW nvW kMm nvW SurU kIqw hY dUijAW fRweIvrW dIAW Awmdn dIAW stytmYNtW vyK ky ieh AMdwzw lw lYxw ik ausdI Awmdn l`g Bg izAwdw nhIN qW ieMnI zrUr hovygI Aqy ausdy kMm dy hwlwq vI aus vrgy hI hoxgy[ 4. ieh p`kw smJ lYxw ik jo quhwnUM kMm dyx vwlw mwlk kMm dyx smyN kihMdw hY auh swrI ijMmyvwrI kMm ‘c Swml hY Aqy jo qusIN khogy auh vI mMn lvygw[ 5. ieh smJ lYxw ik ieh kMm sdw hI rhygw Aqy ies dIAw lwgqW Aqy Awmdn iesy qrHW rhygI[ lgdw qW ku`J ieh snkI ijhw hY pr aus dI ieh rwey keI kysW ‘c kuJ ku smyN leI TIk vI huMdI hY[AwSwvwdI hoxw ienswnI Kwsw hY[pr vpwr krn vwly nUM kyvl Fu`kvyN PYsly lYxy pYNdy hn[ieh BwvyN v`fy PlIt vwlw hovy jW iek`ly iekihry tr`k dw mwlk hovy, auh hI krnw pvygw ijhVw ies vpwr leI sB qoN vDIAw hY[cMgy PYsly lYx dw vl qW hI AwauNdw hY jy pUrw igAwn hovy Aqy pUrI jwxkwrI imly[ iehI kwrn hY ik sB qoN v`fI Aqy Awm glqI jo hMFy hoey Aqy nvyN Enr14

New HoS to Cost Industry $189M a Year ijnHW krky Enr-Aprtyr sPl jW AsPl huMdy hn

Awprytr krdy hn auh ieh hY ik auh bhuqI pu`C ig`C nhIN krdy[ies dy nwL juVdI g`l ieh vI hY ik auh sMswr nUM rMgIn AYnk rwhIN hI vyKdy hn[ ie`k Enr Awprytr nUM KuShwl hox leI sB qoN v`D zrUrI ieh pMj nukqy hn: 1. ieh smJ lE Aqy mMn lE ik lok quhwnUM aus kMm leI pYsy dyxgy ijhVw qusIN krogy[ hW jy qusIN vwDU kMm krn leI iqAwr ho Aqy hor izAwdw ijMmyvwrI inBwA skdy ho qW qusIN kmweI vI v`D krogy[ koeI vI ivAkqI kyvl hu`k lw ky Aqy mwl frwp krn dy pRqI mIl 2.50 fwlr nhIN kmw skdw[ 2. lMby smyN dy sbMD bxwaux dw Xqn kro[ie`k idn ie`k kYrIAr Aqy dUjy idn iksy hor kYrIAr nwl bdlx vwlw kyvl Krcy hI vDwauNdw hY[ ie`k QW qoN dUjI QW jwx dw kwrn vI ieh hI huMdw hY ik qusIN Awx vwLy smyN sbMDI pUrI Koj nhIN kIqI[ryt, lwgq, gwhk, syPtI irkwrf, AwpsI sbMD ieh swrIAW g`lW dw quhwfy kMm kwj ‘qy Asr pYNdw hY[kMm sbMDI ilKqI hW krn qoN pihlW ieh jwx lE ik quhwnUM kI imlygw Aijhw nw hovy ik qusIN 3 mhIny bwAd hI borI ibsqr smyt nvyN QW kMm SurU kr idE[ 3. ijs ibzns ‘c jw rhy ho aus dI ArQ ivvsQw Aqy ibjns sYktr qoN cMgI qrW jwxU hovo[hyTW vl jw rhy sYktr ‘c jwx qoN bco[aunHW kYrIArz dI Bwl kro ijhVy vD Pul rhI iMeMfstrI leI kMm krdy hn Aqy ijnHW dy gwhkW Aqy Awpxy fRweIvrW nwL cMgy sbMD hn[ hweI trn Evr kYrIArz nwL lMby smyN dy sbMD nhIN bxdy[ 4. AwpxI Awmdn dI Aws AslIAq dy p`Dr q`k hI r`Ko Aqy Awpxy bjt nUM mMdvwVy Anuswr bxwE[ Awpxy KricAW pRqI sucyq rho Aqy cwdr vyK ky hI pYr pswro[ieh Kws qOr ‘qy audoN lwgU huMdw hY jdoN qusIN Awpxy tR`k dI cox krdy ho[ Kws g`l ieh hY ik hr ie`k g`l ‘c pYnI pYnI dw srPw kro Aqy ies nUM ieh smJ ky clwE ik myrw jIvn ies ‘qy hI inrBr krdw hY[ 5. ies g`l nUM kdy nw Bu`lxw ik tR`ikMg ie`k ibjns hY Aqy tr`k qW kyvl iek swDn hY[Ku`lHIAW sVkW ‘qy ie`k ilSkdyy tr`k ‘qy c`lxw qW bhuq vDIAw lgdw hY[ bhuq swry kwmXwb Enr AwprytrW ny qW bhuq ku`J pRwpq kr ilAw hY pr keI swl sKq Aqy qyz qrwr imhnq hI ieh rMg ilAweI hY[ ibjns ‘c kwmXwbI swfw h`k nhIN[ ieh qW vDIAw FMg nwl bxweI geI ibjns plYn dw ienwm hY[

Since 2003, when the current FMCSA Hours of Service rules began, there has been sustained debate over the economic impact these types of regulations have. On July 1, the rules in the U.S. change yet again. Changes to the existing HOS provisions include: the use of the restart being limited to one time per week (or once every 168 hours from the prior restart); and a valid 34-hour off duty restart period must include two rest periods from 1 a.m. to 5 a.m. Because HoS regulations impact the hours any given driver can work, it directly affects drivers’ earning potential and how carriers operate their businesses and manage drivers. FMCSA assesses the impacts of the restart provisions by saying the changes will only affect a relatively small portion of the trucking population (estimated 15% with the most demanding schedules), with a net benefit of $205 million ($133 million attributed to the restart) annually.

However, according to a recent study conducted by the American Transport Research Institute (ATRI) this assessment is out of touch with reality and based on flawed research and analysis. When looking at the data, the ARTI has found: The 15% of drivers with the ‘most extreme schedules’ referenced by the FMCSA is “practically nonexistent according to data representing normal industry operating patterns” and “many drivers in the remaining 85% will not be shielded from these reforms and will in fact experience productivity losses resulting from the new restart provisions.” In the opinion of ARTI, FMCSA greatly overestimated the benefits and underestimated the costs. ATRI instead found the estimated cost to the industry to be over $95 billion, not counting reasonable productivity costs for lost time. When the ARTI calculated this, the results were productivity costs are over $189 million with a 15 minute loss and over $375 million with a 30 minute loss.

In essence, the conservative estimate of 15 minutes per week lost by the average driver compared to the net benefit conclusions by FMCSA (ARTI -$189 million vs. FMCSA + $133 million) there is a discrepancy in industry effect of $322 million per year. Leaving aside the effect the new HOS provisions will have on Canadian carriers operating in the United States, ARTI’s report shows how even modest mandated changes in drivers schedules can have a tremendous impact on their operational flexibility as well as manifest in incalculable ways such as added pressure and stress on drivers.

JULY / AUGUST 2013

New Hours of Service

......“Violations will be rampant when enforcement begins due to misunderstanding of the rules by drivers, dispatchers and company management,” suggests Winchell. “In the case for independent Owner Operators, all three categories will fall on their shoulders. Unfortunately, this will affect MVR histories and may be detrimental for some single operators, small fleets and company drivers.” It remains to be seen whether or not the new HOS regulations will have a significant impact on safety, but FMCSA’s studies have shown that greater rest will lead to greater safety. Rest is really what these new rules are about. Violations of the new HOS rules will negatively impact Compliance, Safety, and Accountability (CSA) scores, so there has been a push by carriers to train their drivers in the rules.

However, as Winchell suggests, there will be a steep learning curve after July 1. It is unlikely the new HOS rules will be left untouched and tweaks will need to be made – these tweaks will come after feedback from drivers and carriers is heard and new safety data is accumulated.

Another interesting twist with regard to HOS regulations is how they affect hiring and recruitment to the industry. In reality,

the same number of individuals interested in becoming drivers will likely not change.

Could the new rules frustrate some drivers who are nearing retirement, and perhaps push them to an earlier than planned retirement? It seems that is a possibility, but probably won’t have a significant impact.

What the rules could do, however, is create an increased demand for drivers. With the new rest and restart requirements it will take more drivers to move the same amount of freight in the same amount of time the industry does now. Is this necessary? Perhaps it is. Can carriers afford to hire more drivers just to compensate for increased regulatory requirements without a corresponding increase in freight availability?

There’s also a concern about how the new regulations will affect team drivers.

For some, including Winchell, there is an assumption the new rules will have a detrimental impact on team driving. “Sometimes change is good, but I believe that some of the old school mentality is a great baseline in understanding how to correctly log, knowing the hours available and where you stand in general as far as HOS goes,” says Winchell. “Unfortunately, I believe that this new regulation coming July 1 is

going to absolutely put the hurt on team drivers. The truck is going to sit about four hours a day. With the old school way of 5 on, 5 off, you could run forever!”

The evolution of HOS regulations in the US and Canada leads many to believe the two countries need to synchronize their rules.

The same drivers are running on both sides of the border and have to comply with two sets of rules. There are also indications that Electronic On Board Recorders (EOBR’s) will ultimately be part of the required landscape, leading to concerns about driver harassment. HOS regulations have far reaching implications on more than just when drivers need to rest. Regulations impact the bottom line, and the new HOS regulations in the US are no different.

July 1, 2013, is the important date to know, so hopefully you are ready and up to speed on the nuances of the new Hours of Service regulations.

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15

Ken Cooke Owner - COASTLINE TRANSMISSION A Powertrain Specialist with more than 35 years of experiencea

Understanding your

Transmission…

50

years ago in 1963, Eaton introduced the Fuller Roadranger transmission with a unique air operated range shift and twincountershaft concept. Roadranger transmissions provided a tremendous increase in torque capacity while allowing Eaton’s engineers to utilize thinner, lighter gears and the ability to package more ratios into a much shorter case. It also allowed the mainshaft gears to float on their teeth between adjacent countershaft gears thus eliminating one bearing for each mainshaft gear. By the 1970’s Eaton dominated the North American commercial transport industry and continues to do so today. Imitators began using the twin-countershaft concept, even expanding it to triple countershafts, once the original patent expired.

Earlier single countershaft design transmissions could only be driven 500,000 - 800,000 kilometers before they needed to be rebuilt. These days with twin-countershafts, stronger metals, synthetic oils and multi mesh gearing, Fuller transmissions can be driven 1.5 – 2 million kilometers before rebuilding is necessary.

The flow of torque through a Fuller 10, 13, 15 or 18 speed transmission starts at the input shaft. The torque is received from the engine and transferred through the main drive gear which depending on the gear selected, transfers the torque directly into the mainshaft or through the counter shafts before transferring the torque back into the mainshaft. The front sec-

tion of the transmission contains the gears that are controlled by moving the gear shift lever. Then, by shifting the appropriate air operated sliding clutches in the auxiliary section and depending on the model of transmission, the torque travels from the front section through the mainshaft or the auxiliary drive gear into the auxiliary section. The auxiliary section, often referred to as the back section, contains the range and the splitter gears which are selected by switching the buttons on the shift knob located on the gear shift lever. Finally the output shaft transfers the torque out of the transmission and into the attached drive shaft.

The transmission through the use of sliding clutches, main shaft gears and countershaft gears allows a professional driver to select the appropriate gear ratio. This allows the driver to control the engine RPM and the torque that is required to provide the driveline with enough energy to move a load.

Some common failures in a Roadranger transmission are; synchronizer grinding, worn sliding clutches and shift forks, bearing failures, twisted shafts, lubrication failures and broken gear teeth. Most failures fall into two categories, driver error and general ware failures. An example of a driver error failure would be worn sliding clutches and shift forks. When a transmission is dismantled the rebuilder can determine whether the driver incorporated correct shifting techniques or not. On the other hand, bearing failures are not usually attributed to driver error and are usually caused by lubrication issues or general wear from use.

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

16

JULY / AUGUST 2013

Tel: 925-286-9970

JULY / AUGUST 2013

17

Trucking with

By: PASH BRAR

Preparing For Financing in Advance iv`qI auDwr leI AgwaUN iqAwrI

B

efore anyone goes shopping for a truck, trailer or car there are few things to consider. Not many have the cash on hand to pay for their upcoming purchase, and most likely will be needing financing. It is best to be prepared in advance before you go shopping. Having all your documentation in order will help the finance company get you approved faster, and get you on the road quicker. Having incomplete or missing documentation can delay or end your quest for financing. I had a client who contacted me to finance his trailer. I asked for the financial statements for the company. He had opened the company in 2009 and had not filed a tax return and it was April 2013. Without the financial statements I could not help him. He came back two months later with very poorly done, rushed statements. The trailer he was looking at originally was long gone. If he had prepared in advance, this could have been avoided.

Having a high credit score is going to help you get the best rate for your financing. If you know in advance you will be making a purchase, there are a few things you can do to help improve your credit score. Firstly and obviously, make all your payments on time. Going to India for six months and not being around is not an excuse the lender will be accepting. You must pay your bills on time regardless of where you are. Make your mortgage and car installments on time as well as credit card payments. Paying off lines of credit and credit card debt will also help you improve your credit score. Carrying a balance for too long will bring your score down. Have a good sized down payment ready. I’ve had drivers borrow down payments from friends and family on the day they have to sign because they didn’t have it. Have the money sitting in your bank account ready. It’s not a surprise that money has to be put down. I would aim for about 20-25% down even if intending to put down 10%. This gives room for any unexpected fees, inspections, appraisals and security deposits which may be needed. How can you make a purchase if you have no money? If you are borrowing money from friends or relatives, borrow it well in advance. Not when the deal is about to be closed. It puts too much pressure on 18

t`rk,

trylr jW kwr KrIdx qo pihlw kuJ g`lw v`l iDAwn dyxw bhuq jrUurI hY[ bhuuiqAW kOl ieh KrIdx leI nkd rwSI nhI hMudI Aqy auhnw nMU ivqI auDwr dI lof pYNdI hY[ ies vwsqy AgwaUN iqAwrI krnI bhuq jrUrI hY[ swry fwkUmyNt TIk hox qy PwienYNs kMpnI quhwfw kys CyqI pws krygI Aqy CyqI sVk qy cV skogy[ jy kr kwgz p`qr pUry nw hox jW ADUry hox qW quhwnMU nWh ho skdI hY[ vDIAw ryt qy PwienYNs lYNx leI quhwfw kYRift ryt hweI hoxw cwhIdw hY[ kYRift ryt suDwrx leI AwpxIAw swrIAw pymYNts smyN isr kro[ qusI dyS jW ivdyS ikqy vI hovo, Awpxy ib`lw dw Bugqwn smyN isr kro[ mwrtgyj jw kwr dIAw ikSqw, krYift kwrf dy ib`l smy isr id`qy hox[ kImq dw v`fw ih`sw fwaUn pymYNt leI iqAwr r`Ko[ ieh rkm quhwfy bYk Kwqy iv`c kwPI smy qo hoxI cwhIdI hY[20 qo 25% rkm fwaUn pymYNt vjoN dyx dw tIcw r`Ko[ ies nwl keI pRkwr dIAw PIsW, ieMspYkSnw dy Krcy, sikayrtI Awid dI guMjwieS inkl AwauNdI hY[ jy kr qusI im`qrw, sMbMDIAW qo auDwr rhy ho qW pYr sy nw PVo sgoN kwPI icr pihly lY ky bYNk Kwqy iv`c jmHW r`Ko[ Awpxy KricAW dw iDAwn r`Ko[ Awm qOr qy bYNk dIAW Cy mhIny dIAW stytmYNtW mMg leIAW jWdIAW hn, iPr vyKx leI ik quhwfI b`cq krn dI smr`Qw ikMnI hY Aqy Krc krn dIAW AwdqW ikho ijhIAw hn[ &jUl KrcI jW cY`k bwaUNs hox qo bco[ Awpxy frweIivMg lsMs dI kwpI iqAwr kro[quhwfw lsMs TIk klws dw hovy, aus aupr pqw shI hovy Aqy quhwfy nNw dy spYilMg lIgl nNw nwl rldy hox[ jykr glqI hY qw pihlw TIk krvw lvo[ jy kr anr-Aprytr ho qw do swl dI tYks stytmNYt Aqy jy kr kMpnI hY qw do swl dI PweInYSIAl stytmYNt au~plBD hoxI cwhIdI hY[ ies qo frweIvr dI Awmdn jW kMpnI dI pymYNt krn dI Xogqw dw pqw cldw hY[ jykr anr-Aprytr dw Awpxw Gr hY qw mwrgyj pyyprW dI kwpI mMg leI jWdI hY[Aijhy frwievr nUM stybl, izmyvwr, Dn bcwaux dI Xogqw r`Kx vwlw Aqy smyN isr ikSq moVn vwlw smiJAw jWdw hY[keI kMpnIAW do swl qoN G`t qzrbw r`Kx vwly frwievr nUM auDwr nhIN idMdIAW, keI hor v`D qzrbw mMgdIAW hn[ ies leI nvyN frwievrW leI aufIk krnI Aqy cMgw qzrbw bnwauxw TIk rihMdw hY[ bynqI p`qr TIk TIk Bro Aqy hsqwKr kro[ ieh quhwfI jwiedwd Aqy izmyvwrIAW dw SISw huMdw hY, jdoN quhwfw pypr vrk pUrw ho jwvy qW hI KrId krn jwvo[fIL kMplIt krn leI spYsI&IkySnz Aqy vrMtI Awid sihq ib`l Aw& syl dI loV pYNdI hY[ GtIAw jW XUjf vsqU leI PwienYNs lYxw muSkl hMudw hY[ kuAwiltI Aqy PwienYNs nMU vyiKAw jWdw hY[jykr bhuq au`cI kImq lgweI jwdI hY qW PwienYNsr kyvl AYkcuAl vYlXU ijMnw auDwr idMdw hY Aqy bwkI KrIddwr nUM koloN Krcxw pYNdw hY[ ie`k cMgw PwienYsr TIk fIl qy vDIAw KrId leI shwieqw krdw hY[ so jykr qusIN tr`k KrIdxw cwhuMdy ho qW G`to G`t Cy mhIny pihlW iqAwrI SurU kro, auDwr ib`l pVqwl kr lvo ik auh TIk hY, AwpxI myjr KrIddwrI iv`c vkPw r`Ko Aqy jwb CyqI CyqI nwl bdlo[ ie`k kMpnI iv`c G`to G`t ie`k swl qoN v`D kMm kro[ JULY / AUGUST 2013

JULY / AUGUST 2013

19

Preparing for financing in Advance

your family if done at the last minute. If you have put money down to hold a deal, it could be lost if you take too long to gather your information or gather money from family. Watch your spending.

Six months bank statements are often requested to show your ability to save money and spending habits. Be aware of this and make sure you are not bouncing cheques and making irresponsible purchases.

Having done foreclosures and repossessing vehicles in the past, I would always look through the customers bank statements. If I saw something I didn’t like, it would often help me decide to do a foreclosure at only a few days past due. Your spending habits say a lot.

I always ask for a copy of your driver’s license. I verify you are a class 1 driver, I check your address, and to see the spelling of your legal name. Delays can occur if your legal name is spelled incorrectly on documentation. All paperwork must be done over again if there is an error. So I get a copy of the driver’s license first. I always ask for two years tax assessments if an owner operator, and two years financial statements if a company. This shows the income of a driver or the ability for a company to make its payments. If going from a company driver to an owner operator, I find a job letter stating how much the driver will make as a new owner operator will help the application. If an owner operator owns a home, I will always ask copies of the mortgage papers. A driver who has a home shows they are stable, responsible, have the ability to save money, and can make payments on time. Those without a home can still be financed, but may have more difficulty being approved. I have ways to get around it and will always help those customers. Many financing companies will not finance a driver with less than two years of driving experience. Some may request more experience.

With little experience, they are often declined. Some financers don’t want to finance a driver’s first truck either. They will only look at

a second truck or beyond. So waiting and gaining experience may be a good idea for newer drivers. Always good to ask your lender first if they have a minimum requirement. A properly filled out and signed application is needed to show net worth and to pull the credit of the individual being financed. It shows your assets and liabilities.

I find drivers are often confused by the application, so I will fill it in with them in person. If the driver has any issues, like needing a co-signor, I will know when I take the application and tell them the problem at the beginning. It’s better to tell you early how to fix the problem proactively, then to send the deal off to get declined. Once your paperwork is in order, go shopping knowing you are ready. To complete a deal a Bill of sale and specifications are needed, and any warranty information. Keep in mind if buying used, no one wants to finance an inferior piece of equipment. The quality and price will be looked at. If something is priced too high, a financer that knows what they’re doing will finance only the actual value of the equipment. If you want to pay more than the value you can, but it comes out of your own pocket, and not the financers. I had a client paying $12,000 too much for equipment. With pressure from me he got the price lowered and we financed the real value of the equipment. It was in the driver’s best interest and saved him $12,000. A good financer will help the driver get a great deal, and a great piece which is appropriate for their needs. I would recommend if you know you are making a major equipment purchase down the road, to start preparing for it about six months in advance. Start by paying off as much debt as possible, and making sure your paperwork is in order. If you have made a major purchase within six months such as a house, it could affect your ability to get financed. Make sure to spread your major purchases out over time and also don’t jump from job to job too soon. Stay a year or more at one company.

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New scale bypass system can read driver logs, CSA profile with no stopping BURLINGAME, Calif. -- A new scale bypass system that allows drivers and carriers with good CSA scores to pass through weigh stations without stopping, is generating some buzz in the US. The system, developed

by Drivewyze, is being used at a number of scales in Maryland, where the technology was recently demonstrated for politicians and industry stakeholders. The demonstration, held June 17 at the West Friendship Weigh Station, showed trucks and motor coaches pass by the inspection station without even having to slow down. Critical safety data on both the driver - including his electronic logging information - and carrier are transmitted wirelessly to the weigh station, via vehicle-to-infrastructure technology. Drivewyze officials say it’s the first commercial application of its kind in the world. Looking on were Administrator Anne Ferro from the Federal Motor Carrier Safety Administration (FMCSA), Administrator Victor Mendez from the Federal Highway Administration (FHWA), Stephen Keppler, executive director of the Commercial Vehicle Safety Alliance, Bill Graves, president and CEO of American Trucking Associations, Thomas Kern, from the Intelligent Transportation Society of America, and government officials.

“It’s next-generation technology, delivered today,” said Brian Heath, president of Drivewyze. “An ‘e-Inspection,’ as we call it, is the first commercial vehicle-to-infrastructure (V2I) solution for large trucks and buses to leverage GPS and telematics technologies to augment traditional roadside safety inspections. Along with our in-truck technology partners PeopleNet, XRS and Zonar, we were proud to be supporting Maryland State Police and the trucking industry in demonstrating an innovative and cost-effective program to improve highway safety and efficiency.”

Capt. Norman Dofflemyer, who oversees the Maryland State Police Commercial Vehicle Enforcement Division, said his department appreciates being able to focus on the drivers and carriers with poor CSA records.

“If the carrier or driver has a solid safety record, and is not overweight

JULY / AUGUST 2013

(scales are at station sites), we can wave them through at the inspection site,” he said. “If we see a borderline case, or poor CSA score, we may inspect driver information and logbooks, plus do a vehicle inspection.”

He added: “With all of the vehicles coming into the weigh station – and we see some intrastate delivery trucks three or four times per day – systems and inspections can get clogged. It’s inefficient. There is a better way to do this.” Carriers that enroll in the voluntary program and that boast good CSA scores and compliant drivers, can bypass as much as 98% of the time.

“Drivewyze, as it’s used today, is a transparent, neutral platform that allows state agencies to reward safe truck and bus companies (as indicated by CSA scores), with bypass opportunities,” Heath explained. “This frees front-line inspection officers to focus their attention on the trucks and buses that need inspections. A secure interface inside the weigh station displays the results of each bypass request after it has been automatically processed. Based on carrier, vehicle and driver-level data, and a state’s bypass criteria, trucks are told to either bypass or report to the weigh station. Aside from a 2% random inspection, most fleets with high safety scores can enjoy bypass rates of up to 98 percent.” The Maryland scales implemented the Drivewyze system last September and are now using it at 14 locations. Heath said carriers benefit from the time and fuel savings. “This lets responsible fleets leverage their investments in fleet management and safety systems to minimize delays while on the road,” Heath said. The next step, according to officials is to hopefully get the FMCSA to recognize e-inspections as part of a carrier’s CSA profile.

“This reward would strongly incentivize carriers to participate in the program,” said Heath. “The more FMCSA rewards carriers for investments in this technology, the more information the industry will be willing to share in exchange. But, again, it’s voluntary. Today, carriers need only share basic carrier and vehicle information to participate in the program.”

21

CARGO CLAIMS ie`k

frweIvr vjoN quhwfy qoN Aws kIqI jWdI hY ik qusIN kwrgo nUM fYimj nhIN sgo protYkt krogy[ bhuqy kYrIArz ny Awpxy frweIvrj nUM trYf kIqw hoieAw hY ik kwrgo nMU ikvyN sur`iKAq r`Kxw hY, Kws aupkrx ikvyN vrqxy hn ijvyN rIPrz Aqy rItrz Aqy loifMg ib`lw nUM ikvyN pVqwl krky hsqwKr krny hn[iPr vI jdoN kwPI Bwr kwPI dUr lY ky jwvogy qw kuJ nw kuJ qw tu`t hI jWdw hY[ies vwsqy quhwnUM qy quhwfI kMpnI donW nUM ijMmyvwr TihrwieAw jw skdw hY[smyN smyN qy ies sbMDI kwnMUnI FMg qrIky hod iv`c Awaudy rhy hn[klysz bwry iqMn prkwr dy inXm hn[ knyfw Aqy XU.AYs. ey dono dySw iv`c klymYNt nUM kYrIAr dI lw-prvwhI dI swbq krn dI loV nhIN hY[ tr`kr nUM ijmyvwr Tihrwax leI iehI sbUq kwPI hY ik vsqUAw fYmyj hoeIAw hn[XU.AYs.ey nwloN knyfw iv`c ieh ijMmyvwrI kuJ sImq hY[knyfw dIAw bhuqIAw proivMsz 1970 iv`c lwgU kIqIAw hoeIAw “kMfISnz AwP kYryj” nUM AwDwr mMn ky cldIAW hn[ieh Awm qOr qy lYifMg ib`l dI bYNk qy CpIAw huMdIAw hn[ieh ieh vI dsdIAw hn ik ie`k qoN v`D kYrIArz dI sUrq iv`c klymz ikvyN hYfl krny hn[ iksy lOst jW fYmyjf vsqU qy knyfw iv`c 22

- Ken Davey

kwrgo klymz vYlXU do fwlr jW G`t pRqI pOf Bwr Anuswr imQI jWdI hY[ ieh iSpmYt smyN dy Bwr Anuswr igxI jwdI hY[ jykr iS`pr ispmYt dI vYlXU do fwlr pRqI pONf Bwr qoN v`D fyklyAr krdw hY qW kYrIArz vwDU joKm leI vwDU cwrj lY skdy hn[ vriqAw hoieAw jW Ankrytf kwrgo knyfw iv`c mwlk dy irsk qy FoihAw jw skdw hY[ pr frweIvr nUM ies bwry hmySw lYifMg ib`l qy not krvwauxw cwhIdw hY[ XU.AYs.ey iv`c kwrgo klymz “Carmach Amendment” Anuswr inrDwrq kIqy jwdy hn[ kwrmYk AmYNfmYNt krIAr nUM gufz dy fYmj leI doSI mMndI hY[ eyQy krIAr nUM swbq krnw pYNdw hY ik nukswn ayusdI AxgihlI kwrn nhIN hoieAw[ knyfw dy ault kwrmYk AmYfmYNt ADIn kwrgo dI vYlXU dI koeI sImw nhIN hY[ies leI tr`krj dI lwieiblytI bwry kwtrYkt iv`c sw& sw& vrnx hoxw cwhIdw hY[kwrmYk AmYfmYt ieh vI sp`St nhIN krdI ik ieh vYlXU ikvyN inrDwrq hovygI jd ik knyfw iv`c iSpmYNt smy Aqy kort kysW bwry pVHn auprMq ikhw jw skdw hY ieh phuMc sQwn qy vsqU dI vYlXU Aqy iesdI auQy mwrikt vYlXU dy Prk Anuswr imQI jwdI hY[ tr`krz lwieiblytI leI pMj Cotw hn:-

1. kudrqI kropI 2. iS`pr dI glqI kwrn 3. vsqU dI iksm kwrn 4. duSmx dI kwrvweI kwrn 5. knUMnI AQwrtI QohVy bhuqy Prk nwl iehI Cotw knyfw iv`c vI krIArz leI hn[ies Coty moty Prk qoN ibnW bwkI inXm donW dySw dy krIArj leI brwbr hI hn[ frweIvrW nUM kwrgo dy ip`k-A`p sQwn Aqy phuMc sQwn qy Awpxy dsqKq sucyq rih ky krny cwhIdy hn ikauNik iksy vI kwrgo dy nukswn dw klymLYt leI kMpnI nUM ieh swbq krnw pvygw ik krIAr nUM dyx smy vsqUAw dI kMfISn TIk sI pr pRwpq krqw nUM dyx l`igAw ieh Krwb hwlq iv`c sn[ ies leI qusI ip`k Ap jw filvrI smyN lYifMg ib`l qy ilKdy ho auh inrnwiek huMdw hY[ kwrgo klym leI quhwfy kol kyvl iqMn qrIky huMdy hn[pUrI kImq py kIqI jw skdI hY, jw auprokq pMj Cotw kwrx klym TukrwieAw jw skdw hY jw knyfw Anuswr do fwlr pRqI pONf Bwr Aqy AmrIkw dy inXmw Anuswr Asl kWtrYkt dI vYlXU py kIqI jw skdI hY[vyvr ilKqI hoxw cwhIdw hY Aqy donoN iDrw kwnUMnI dI ibjwey kWtrYkt dIAw pwbMd huMdIAw hn[ JULY / AUGUST 2013

Cargo Claims

As

a driver, you are expected to not damage, and even protect your cargo. Most carriers have trained their drivers to secure cargo properly, operate special equipment, like reefers and heaters and how to properly sign bills of lading. However, if you haul enough freight enough miles, something is going to get broken. Either you or you and your company may be held responsible. Over the years a large body of legal precedence and statute law has been established around the carriage of goods. Legal presidents are laws that are created when judges decide cases. Statute law is Law created by legislators. When companies want to be very specific they enter into a contract and agree to what law is to be enforced . claims involve a 3 types of law. Here is some interesting background for drivers on how liability for claims is determined.

In both Canada and the USA, the claimant is not required to prove the carrier was negligent- that is- actually did something wrong. The fact the goods are damaged is all the evidence needed to make the trucker responsible. The rules are slightly different in Canada and the USA with the main difference that in Canada, a truckers’ liability is a little more limited. If the shipment crosses the border, it may take a team of lawyers to determine if domestic Canadian law can apply. Typically USA law applies regardless of the direction of the goods or where the owner of the goods resides.

In Canada, most provinces regulate “conditions of carriage” based on a national standard approved in the 70’s. You can come across them, usually printed on the back of a Bill of Lading. They set out how claims are handled when more that one carrier is involved. They also hold the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent. There are few exceptions.

Uniquely in Canada, liability is limited. The value of any lost or damaged goods is limited to the lesser of $2.00 per pound (4.41 per kg) computed on the weight of the shipment or the commercial value at the time and place of shipping. Of course, the shipper can declare a value that exceed the 2.00 per pound limit, and the carrier can make additional charges for assuming this additional risk. Still no carrier is bound to carry articles of extraordinary value, and if the value is not disclosed, the applied valuation is at 2.00 per pound.

In Canada used or uncrated cargo can move at the “owner’s risk of damage”. A driver should make sure to make this notation on the bill of lading that used or uncrated goods are moving When goods are moving at owners risk, the risk only covers risks incidental to the transport, like for example if a knob or handle broke off of a small machine. The carrier is still liable for any losses caused by negligence, for example a roll over or fire that destroys the small machine.

In the USA Cargo claims are administered as per the Carmack Amendment to the interstate commerce act. It is found in Title 49 of the United States Code. The Carmack Amendment holds the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent and/or that one of the basic exceptions applies. Unlike JULY / AUGUST 2013

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Cargo Claims

Canada, there is no statutory limit to the value of cargo under the Carmack amendment so any limit on the trucker’s liability would have to be specifically stated in a contract. Further, instead of valuing product at time and place of shipping like in Canada, the Carmack amendment does not specifically say how value is determined.

From my experience and from what I have read about court cases the value of the goods is usually interpreted to be the difference between the market value of the property in which it should have arrived at the destination, less the market value of the goods in the actual condition in which it arrives.

The 5 basic exceptions to trucker’s liability are: 1. An act of God 2. An inherent nature or vice of the goods 3. An act of the shipper 4. An act of the public enemy 5. The authority of law These same basic protections, with slightly different wording, are present in the Canadian, Conditions of Carriage.

With small differences the rest of what follows applies to both countries. Drivers

24

must be very diligent when they sign for cargo at both the pickup and the delivery because liability for the for cargo is assumed to be the carrier. In order to claim for cargo damages, all a company has to do is show the good were in good condition when given to the carrier and that they were is a bad condition when given to the consignee. Then, they have to document the amount of loss. In the event of non-delivery, the loss is total. Therefore, what you write on a bill of lading at pick-up or delivery is crucial. Let’s say you have a shipment of boxed carbon. Some of the boxes contain diamonds, some of them contain coal. If you make a delivery, and the consignee marks 2 boxes damaged without noting, a model number or a description of exactly which 2 boxes were damaged, your company could pay for damaged diamonds when coal was actually damaged. For the same reasons notations like “Shippers load and count”, “sealed load “ and “said to contain” are very important. Exact piece counts and cargo temperature records are also very important. Your company only has 3 choices when dealing with a cargo claim. They can pay the full value of the cargo claim or deny liability based on

one of the five exceptions or pay a limited amount based on, in Canada 2.oo per lb or in the USA a contracted limit.

Lastly, it is hard to think of this kind of legislation as protecting truckers, but that is what it does. A contract can overrule any provisions of the Carmack Amendment or the conditions of carriage. Contract language, for example, can be used to incorporate conditions or to waive any rights or responsibilities outlined under Carmack. The waiver must be in writing, and if waived, parties are left to the terms of the contract rather than established law.

Consequently, whenever something is added by a shipper to a bill of lading or a separate contract is necessary to govern the relationship between the shipper and carrier, like for example a brokerage agreement, it typically removes a protection of the carrier. For example, by Statue law, a trucker is not required to deliver a shipment in any specific time frame other than Due Dispatch. However as soon as someone puts on a bill of lading, “must deliver by” then the “deliver by time” becomes a term of the contract and the trucker may have to pay a claim because they deliver late.

JULY / AUGUST 2013

Air Resources Board Steps Up Border Area Enforcement Trucks serving ports and rail yards must be compliant with all regulations; targets include ‘dray-off’ activities and dispatching illegal trucks The Air Resources Board has stepped up enforcement of its diesel truck regulations to ensure that only vehicles compliant with California’s stringent anti-pollution laws travel across the US border into the state.

All trucks transporting cargo originating from, or going to, a regulated port or rail yard in California must be compliant drayage trucks. Among other violations ARB staff is looking for at the border are “dray-offs.” A dray-off occurs when a compliant truck exchanges cargo with a noncompliant truck on or off port property. “Starting last fall, ARB staff has been regularly visiting the border towns of Otay Mesa and Calexico to educate truckers and business owners in English and Spanish about how to comply with our regulations and what happens when you don’t,” said ARB Enforcement Chief Jim Ryden. “We have been working diligently to send a strong, consistent message that the benefits of compliance far outweigh the risks of ignoring or procrastinating when it comes to cleaning up your ve-

hicles or participating in illegal dray-off.”

Drayage trucks that engage in drayoffs are circumventing regulatory requirements, adversely impacting the air quality of the surrounding communities.

The illegal activity also provides an unfair advantage over those who have spent money to comply.

Truckers may receive stiff penalties for participating in dray-off. In addition, motor carriers and transport companies that dispatch trucks involved in dray-offs can face fines, too. In 2012, ARB conducted 3,650 inspections on 1,938 trucks in Otay Mesa, Calexico and Tecate to check compliance with a variety of rules including excessive idling, correct engine labeling, smoke emissions and tampering, and use of verified emissions reductions equipment for compliance with ARB regulations. A total of 261 citations were issued.

“Working with the Otay Mesa Chamber of Commerce, visiting trade shows and conducting well-attended workshops and classes have been instrumental in reaching the local trucking industry,” said

Ryden. “We are pleased that they have embraced this issue and are eager to help us get our message out.”

Despite decades of progress in cleaning up the air, California still has the poorest air quality in the nation, which has led to passage of progressive regulations to fight the problem. One of these is the Drayage Truck Regulation that focuses on diesel-fueled trucks that transport marine or rail cargo and containers.

These trucks must be registered with ARB and be upgraded or replaced according to a specific timetable. The Truck and Bus Regulation also requires heavy duty diesel trucks to be cleaned up. Information about how to comply can be found by visiting ARB’s informational Truck Stop website. 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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5 Tips to ensure your Drivers have Accessible Cash when on the Road

If

a truck driver’s life is anything, it’s mobile. it’s mobile. Whether you own one truck or a fleet of trucks, sending drivers out on long-haul runs with all the cash they need for their trips can put a real strain on cash flow. You’ll either provide them with more than they need and tie up too much cash, or not enough and leave them short and scrambling to find the funds to pay for fuel, scales, repairs and so on. Here are five tips to keep cash rolling in and provide operating funds needed by your drivers.

Tip #1: Utilize a Trucking Load Advance Like its name suggests, a trucking Load Advance is an alternative form of financing that provides your trucking business with up to 50% cash advance prior to delivering your load.

Delivering loads for your customer is your bread and butter. But you can’t invoice that customer until you deliver your load. And, you can’t get paid until your customer receives their invoice.

Often, it will be another 30 to 60 days, sometimes as much as 90 days, before your customer pays you and you have cash in hand.

The problem is…you still have to pay for fuel, make payroll, keep your trucks maintained, pay for permits and the dozen other day-to-day expenses every trucking and freight company has… while waiting to be paid.

A trucking Load Advance provides the much needed cash flow to cover your operating costs.

Tip #2: Use Trucking Fuel Cards In addition to providing a secure and simple way for drivers to pay for fuel, repairs, scales, hotel rooms, receive cash and other necessities, fuel cards provide detailed information about spending activities and driver progress. Some of the benefits include: • 24/7 online access

• extensive security controls • ability to control where drivers stop • ability to set product, volume and dollar limits • reports that allow you to analyze purchase patterns • ability to calculate fuel taxes easily based on transaction data Tip #3: Don’t wait to the end of the month to invoice As soon as you’ve completed a job, invoice for it. Waiting until month-end may sometimes seem like less administrative work, but it creates a real bottleneck for cash flow. For example: Let’s say you have a customer with 30-day payment terms.

If you finish a job on the 15th of the month and don’t invoice it until the 30th, you’ve actually given your customer 45 days to pay.

If you’re an owner-operator and can’t get to invoicing because you’re on the road, hire someone to do it for you. The benefits will outweigh the expense.

Tip #4: Have a solid plan for tracking and following up on receivables This is an area where many trucking business owners admit they fall down.

Yet, it’s a key factor to healthy cash flow (and a healthy bottom line). If you’re one of those owners who thinks that reminding a customer about a late payment is

Join our group:

Desi Trucking Network 26

being pushy, consider this. If you allow your customers to pay late without following up, you’re actually training them that it’s okay not to pay on time. Again, if it’s not your strong suit, get help to put your receivables in order and keep them that way.

Tip #5: Consider factoring your invoices to improve cash flow Even with the best planning, there will be times when cash flow comes up short.

If a traditional business loan or line of credit isn’t an option (or desirable), consider factoring your accounts receivable invoices to free up cash flow. As long as your trucking business deals with creditworthy customers, you can qualify for factoring. You’ll then have access to cash within 24 hours of issuing your invoice… while the factoring company waits to be paid. A great side benefit is that the factoring company takes care of the often tedious back office work of managing invoices and chasing after receivables. That’s especially helpful to smaller owner-operator truckers who spend a lot of time on the road and struggle with keeping up with unpaid invoices.

Accutrac Capital specializes in factoring, fuel cards and load advances designed specifically for the trucking and transportation industry. For more information, contact Accutrac at www.AccutracCapital.com.

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JULY / AUGUST 2013

Drivers Wanted frwievrW dI qurMq zrUrq

Elite Transportation

in Watsonville, CA needs:  Commercial truck drivers with at least

2 years driving and reefer experience  Loads from California going to the 11

Western States  Earn up to $0.42 per mile

We won't make drivers to run over legal hours!

For More Info call:

SERGIO 831-750-7296

Or email to sergio@elitetransaz.com

TEL: 602.278.2624 JULY / AUGUST 2013

A TUT Brothers Company

1201, N.54Th Avenue, Suite 122 Phoenix, AZ 85043 Fax: 602.278.2625 35

quh`fy sv`l! sonIE` dy jv`b - Sonia Nanda

E Manifest / ACI Regardless of how often carriers cross the Canadian or US border with commercial goods, they require an electronic entry to the CBSA and CBP with a bar code, which is called E-Manifest.

What is E-Manifest?

The Canadian Border Services Agency (CBSA) and US Customs and Border Protection (CBP) are committed to delivering a reliable and efficient commercial border process to provide tangible benefits to the trade community.

E-Manifest is a virtually paperless process that starts before shipments reach the border. The collection and risk assessment of advance commercial information, sent electronically to the CBSA and CBP, allow low-risk shipments to be identified prior to arrival and be processed in a more efficient manner upon arrival at the border.

What will happen if a carrier does not submit an E-Manifest?

If a carrier is non-compliant to the mandatory E-manifest services, CBSA and CBP will issue monetary penalties. Drivers may also be turned back from the border.

When does the carrier have to submit the shipment information with CBSA and CBP? Carriers have to submit the shipment information with CBSA or CBP before the arrive at the border. It should be done at least one hour before the driver reaches the border.

What are the requirements for border crossing?

Coming into Canada: In order to set up an E-Manifest portal user account with CBSA, carriers require a Carrier Code. A carrier also has to get printed bar-coded labels called PARS. These

bar-coded labels include the carrier code with a unique shipment number to create a cargo control number. An administrative penalty of $1,000 will be imposed on carriers if bar-coded labels are not presented with their shipments upon arrival at the Canadian border.

Coming into the United States: In order to register with the CBP, carriers are required to have a Standard Carrier Alpha Code (SCAC). This is a unique two-tofour-letter code used to identify transportation companies. A carrier also has to get printed bar-coded labels with the SCAC code and unique shipment numbers to create a shipment control number. These are also called PAPS Labels.

Where can I get more information and applications for an E-manifest portal log in?

Call us at our toll free number 1-800965-9839.

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eI mYnI PYst/ ey sI AweI knyfIAn jW AmrIkw dw bwrfr krn vwly kYrIAr ijhVy kmRSl vsqW dI FoAw FuAweI krdy hn, nUM sI bI AYs ey Aqy sI bI pI leI ielYktROink AYNtrI dI loV hY ijhVI bwr kof vwlI hovy Aqy ijs nUM eI mYnIPYst kihMdy hn [ ies dw igxqI nwL koeI sbMD nhIN ik ikMnI vwr bwrfr kIqw hY[ kI hY eI mYnIPYst? knyfIAn bwrfr srivs eyjMsI (sI bI AYs ey) Aqy XU AYs kstmz AYNf bwrfr eyjMsI (sI bI pI) ies g`l leI vcnb`D hn ik bwrfr pwr krn sbMDI vDIAw BrosyXog Aqy vpwrk Aml ApxwieAw jwvy ijs nwL vpwrk kimaUntI nUM Tos lwB pRwpq hovy[ eI mYnIPYst Asl ‘c kwgz rihq pRxwlI hY ijhVI ik iSpmYNt dy bwrfr ‘qy phuMcx qoN pihlW hI SurU ho jWdI hY[ibjleI XMqrW rwhIN sMBwvI Kqrw Aqy kmRSl jwxkwrI pihlW hI sI bI AYs ey Aqy sI bI pI AiDkwrIAW kol phuMc jWdy hn ijs nwL G`t Kqry vwlIAw vsqW dI pCwx krky bwrfr nUM CyqI pwr krn 36

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JULY / AUGUST 2013

37

Details in Border

Infrastructure Investment Plan

Emerge

38

The

Canada Border Services Agency (CBSA) has released a list of "priority" Canada-US border crossings and proposed investment projects included in the binational Border Infrastructure Investment Plan (BIIP) the two nations announced last week under the Beyond the Border Action Plan.

While short on actual commitments, the supplementary document released today also identifies infrastructure priorities, opportunities for improvements, and in some cases includes information on border projects either approved or in the planning phase to modernize the border.

The seven priority crossings covered by the plan are: Lacolle, PQ – Champlain, NY; Lansdowne, ON – Alexandria Bay, NY (Thousand Islands Bridge); Queenston, ON – Lewiston, NY; Fort Erie, ON – Buffalo, NY (Peace Bridge); Sarnia, ON – Port Huron, Mich (Blue Water Bridge); Emerson, Man. – Pembina, ND; North Portal, Sask – Portal, ND. In addition to completed projects or those currently underway, planned or proposed infrastructure investments over the next five years as outlined by the document, include: • Expansion of CBSA commercial facility and possible expansion of commercial staging area and traffic lanes at North Portal; • At Sarnia-Port Huron, commercial cargo expansion to include inspection capacity on the US side; and in Canada plans include installation of 14 new PIL booth, construction of new CBSA secondary inspection, completion of truck exit roadway from commercial primary inspection lanes to Hwy 402 and construction of nearby multipurpose service centre for trucks; • At the Peace Bridge, commercial warehouse expansion and additional bay builds in Buffalo and bridge re-decking in Fort Erie; • At Queenston-Lewiston, US plaza

reconfiguration for construction of new main building, secondary processing and additional primary booths; and in Canada phase 3 of Canadian plaza reconstruction; • In Lansdowne, complete replacement and expansion of port of entry facilities, which could include traffic and routing improvements; • In Lacolle, expansion of secondary examination facility; modernization of CBSA facilities, expansion of enforcement area, plus building additional PILs and improved road configurations.

This BIIP is expected to be an annual plan on border infrastructure investment, with future editions expected to cover all Canada-US border crossings. Projects to establish new border crossings may also be added to subsequent updates. The new International Trade Crossing (NITC) at the Windsor-Detroit border, for example, is a high Canadian priority but had not progressed sufficiently in the U.S. to be included in the initial BIIP priority projects at the time the list was published. (It has since received a presidential permit).

In addition, the BIIP includes a discussion about how to improve small and remote crossings through initiatives such as rationalization of service hours, co-location of facilities, and use of remote inspection technology. Again, the document does not include specific commitments, but lays out a bilateral process involving research, evaluation of remote inspection technology, and feasibility studies on co-location. A public consultation process will be undertaken as part of this initiative on small and remote crossings. “To achieve an efficient border, it must be viewed as a system and improving border infrastructure is a key consideration,” noted Canadian Trucking Alliance CEO David Bradley. “This plan is evidence that the governments of Canada and the United States now have a process in place for jointly identifying priorities.”

JULY / AUGUST 2013

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JULY / AUGUST 2013

dI Awx vwly pMjW swlW dI Xojnw bxweI geI hY aunHW uiv`c hyT ilKy Swiml hn: • nwrQ portl qy sI bI AYs ey dIAW vpwrk suivDwvW Aqy kmrSl styijMg eyrIAw Aqy trYiPk lynW dw ivsQwr • AmrIkw vl dy pwsy sYrnIAW, port hUroN ivKy vpwrk kwrgo dw ivsQwr krnw qW ik jWc smr`Qw vDweI jw sky Aqy knyfw v`l dy pwsy 14 nvyN pI AweI AYl bUQ vDwauxy Aqy sI bI AYs ey dI pihlI jWc qoN lY ky dUjI jWc q`k nvIN suivDw ‘c vwDw tr`kW leI hweI vyA 402 q`k mltIprpz sYNtr ‘c vwDw[ • pIs ibRj kmRSIAl vyArhwaUs dw ivsQwr, bPlo ‘c hor byA bxwauxw Aqy port AYrI iv`c ibRj nUM rI f`Yk krnw[ • kueInston ilaUstn, AmrIkw plwzw dI nvIN iemwrq dw punr inrmwx krnw, Aqy knyfw ‘c Pyz 3 dy plwzw dw punr inrmwx krnw[ • lYNsfwaUn port dy dwKly dy sQwn nUM pUrI qrW bdlxw ijs iv`c trYiPk rUt ‘c suDwr krnw Swiml hY[ • lYkol iv`c dUjI jWc suivDwvW ‘c vwDw, sI bI AYs ey dIAW shUlqW dw nvInIkrn, AYnPorsmYNt eyrIey nUM vDwauxw, sVkI suDwr krky

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39

5

biggest struggles

maintaining Truck Driver Health on the Road

When

you decide to pursue life on the road, sometimes it’s easy to overlook the almost-guaranteed struggles you’ll face in terms of your health.

We’d be lying if we said the truck driving lifestyle wasn’t unhealthy — it is. Long hours on the road being jostled around in the seat of a cab and being surrounded by unhealthy food make it more difficult to stay healthy than it is for the average American. But there are ways you can combat it and stay in good health on the road if you are dedicated. Today, I’m going to talk about some of the biggest truck driver health struggles on the road and what you can do to fight these struggles.

Finding the time to exercise.

By far the biggest struggle truck drivers face on the road is getting in adequate daily exercise. And let’s face it, this is a legitimate concern that’s difficult for even the most motivated of truck drivers. It just seems like there’s not enough time in the day. By the time you stop for the night, you’re so tired you can

40

hardly motivate yourself to get moving.

How to fight it: Remember that exercise does not have to be in one long chunk of time throughout the day — you can split a workout into two or three or even four smaller increments of time. You can work out during your 30 minute break. You can run a mile before you leave in the morning. The time is there, you just need to make the effort to schedule exercise into your daily routine. In fact, it’s a good idea to make a schedule every day. Write down exactly what times you’ll be doing everything and schedule some time in there for exercise. See this post for more details on finding the time to exercise on the road.

Making meals in the truck.

For those that want to eat healthy, a big hurdle they have to overcome is how to actually make meals in the truck. Sandwiches get boring after a few days, so you need to spice up your meals while still keeping them healthy.

How to fight it: Invest in some travel cooking appliances

JULY / AUGUST 2013

to use in your truck. Various companies make 12 volt models, but keep in mind that these normally take a long time to heat and will not cook in the same quality that AC devices will. If you have an inverter in your truck, you can use regular kitchen appliances and thus will be able to make healthier meals. Our biggest suggestion is to pick up a slow cooker — possibilities are endless with these handy little appliances and you can make some delicious meals that ALSO happen to be healthy!

Avoiding truck stop/fast food temptation.

After driving all day, it can be difficult to avoid the call of the nearby McDonald’s or truck stop buffet. After all, you’ve just driven for 10 hours and you’re too tired to wait for something to cook.

How to fight it: An easy way to combat this is to have something cooking while you’re driving so by the time you stop for the night, you have a hot meal. For example, when you take a break midway through the day, throw some ingredients in a slow cooker and set on high for a few hours. By the time you stop, you’ll have hot beef stew and you won’t even have to wait for it to cook since it simmered all day while you drove.

Another option is to prepare some meals either in your truck or before you take off after hometime, freeze them, store them in a cooler/mini fridge, and heat them up in your truck’s microwave after you stop for the day.

JULY / AUGUST 2013

Overeating/mindless snacking.

With such an erratic schedule, it can be tempting to constantly be munching on something, even if it’s strictly out of boredom. A soda as you drive down the road, some potato chips while you wait to be unloaded, stuffing your face at the truck stop buffet after a day of stressful driving…these things can all add up and can tack on a significant amount of empty calories to your day.

How to fight it: Switch that on-the-road soda to water. Try to avoid snacking unless you’re legitimately hungry – verbally ask yourself, “Am I really hungry or am I just bored?” and if you do need a little pick-me-up, make good decisions. Keep only healthy snacks in your truck like fruit, pretzels, string cheese, etc, and you won’t be tempted to chow down on those Doritos.

You can’t be tempted by something that’s not there!

Losing motivation to get/stay healthy.

This is a common one as it’s easy to fall into a rut where you feel all alone and like no one is around to support you, or to tell you not to eat that, or to tell you to get off your butt and go for a walk.

How to fix it: If you’re not getting support and motivation from friends and family, it’s always available from other drivers.

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Independent Operator Misclassification Trend Pick Up SteamBattle Cargo Crime Epidemic The state of New York has gone even further than neighbouring New Jersey in a bid to reclassify independent owneroperators as employee drivers. In Late May, the New Jersey Assembly passed legislation -- entitled the Truck Operator Independent Contractor Act -- that would establish a presumption that port and parcel delivery truck drivers are employees unless the employer can prove otherwise. The newly proposed law, enjoys strong union support.

To show that an individual is an independent contractor, the employer would have to show that the individual is free from any control when it comes to the services they perform, that the services are outside the usual course of business, and the workers are “customarily engaged in an independently established trade, occupation, profession or business.” New York legislatures, meanwhile, hop to expand a similar proposal to all trucking owner-operators. The New York State Commercial Goods Transportation Industry Fair Play Act would serve to reclassify all trucking industry independent contractors in New York as employees. However, protests over the bill from independent operators and carriers alike appears to have slowed down the momentum for the legislation, according to the NY State Motor Truck Association. The movement of reclassifying independent operators as employees – regardless of whether they support the change in status – is not foreign to Canada where trade unions have targeted carriers on an individual basis and independent operators in various sectors, such as container drayage on the West Coast, have been unionized as a group.

Don’t Get Stuck in the Heat...

It’s that time of year again when truckers need to ensure their air conditioning system is functional and working in its optimal capacity. After a long winter, people often forget to make sure they have a service done on their AC system. Many times this oversight catches them in their sleepers on a hot night without the comfort of a functional A/C system to help them recharge for their next day of work. Areas of concern that should be inspected are rubber hoses, connections, fittings, and any mounted parts. When inspecting the hoses, ensure you are looking for any types of fatigue, ie. cracking, or bulging. When inspecting the connections and fittings be on the lookout for a green dye. The refrigerant in the system has a green dye added to it to help detect possible areas of leakage.

Another item to also pay special attention to is that when your system is running, inspect the lines for any type of ice build-up. This ice build-up can usually be the tell-tale sign of a blockage beginning to form in the system. If the air flow coming from the AC vents feels cold, but the flow does not feel very strong, ask yourself when the last time was you changed your cabin HVAC filter? The cause of poor air flow could simply be the result of a plugged HVAC filter. Keep these simple things in mind before you head out this summer, and you will not get stuck in the heat again. Swing by and have an AC service done on your unit today.

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43

Logistics An Introduction to

The

word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having the right thing, at the right place, at the right time. According to the Council of Logistics Management, Logistics is the process of planning, implementing, and controlling the efficient, effective flow and storage of goods, services, and related information from point of origin to point of consumption for the purpose of conforming to customer requirements.

This definition includes inbound, outbound, internal, and external movements, and return of materials for environmental purposes. With today's fast-moving global marketplace, companies who provide transportation and logistics services play an integral role in the supply chain. Today, the geographical boundaries are disappearing for global trade. But, this globalization has brought in many challenges, one of which is the free flow of goods and services across boundaries. Managing these, in a cost-effective manner is the key to growth in business. In this context, logistics management and supply chain management (SCM) have come into sharp focus in the industry, as an opportunity to gain an edge in the market. The need to keep the chain lean and responsive is a major priority.

The ever-changing landscape of the logistics field makes it one of the most dynamic 44

- Dara Nagra MBA PMP ®

and complex industry niches present in today’s business environment. Inefficiencies in physical distribution in the supply chain management system can often pose significant threats to overall business performance and undermine organizations against leading contenders. A manager’s ability to integrate coordination between various channels of distribution, including transportation, storage of products, and the seamless implementation of data processing systems is vital to the growth and development of logistics firms.

Effective logistics managers must possess excellent analytical skills, coupled with a firm aptitude to solve problems within the finance, marketing, production, transportation, inventory control, and quality control sectors. An in-depth understanding of algebra and financial mathematics are also a key corner stone in the development of logistics decision modeling. Logistics managers must ensure they are able to adapt to rapidly changing work environments, especially when focusing on the transport component of an organization.

Individuals in this field must have a concrete understanding of the cost structures of various carriers and their respective modes

of transportation and how to adequately allocate resources and make beneficial pricing decisions under pressure. Managers are also required to have a firm understanding of the legislation and policies governing the transport sector. Ultimately, the goal for Logistics managers is to lower logistics and transportation costs; increase asset turnover; reduce inventory carrying costs; decrease customs fines and penalties through better trade compliance; and strengthen customer service. Modern Logistics primarily focus to fulfill customers’ needs.

It involves management of the various activities required to move benefits from their point of production to the customer.

These benefits can either be in the form of tangible products which are manufactured, or intangible such as services provided to the customers. Each organization’s approach to Logistics management is different from one another. Some of these firms are more focused to produce these benefits on their own. Their strategy is more aligned towards capturing raw materials. Alternatively, other companies’ logistics strategy is more inclined towards the distribution of the end products into the hands of the consumer. Regardless of the strategic alignment, logistics system is made up of many functional activities such as: Customer Service: is the ultimate goal of any logistics strategy. It involves complaint handling, special order requests, damage claims, returns, billing problems, JULY / AUGUST 2013

Introduction to Logistics

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hMudy hn[ ieh lwB mYnUPYkcrf prwfkts jW kstmr srivsj dy rUp iv~c ho skdy hn[ hr Adwry dI loijsitks mYnyjmYNt pRqI phMuc Al~g Al~g huMdI hY[loijsitks isstm keI AYkitivtIj dw smUh hY ijvy:1. kstmr srivs:- ies iv`c kMplyNts hYNfl krnw, spYSl Awrfr, fYmyj klymz, rItrnW, ib~lw dIAw prwblmz Awid Swml hMudIAw hn[ 2. ienvYNtrI mYnyjmYt :- ies iv`c vDIAw kstmr leI kwPI stwk jWdw hY pr ieh vI iDAwn r`iKAw jwdw hY ik vwDU Aqy fY~f ienvYNtrI stor krky Dn brbwd nw kIqw jwvy[ ieh iqAwr vsqw Aqy k`cw mwl dono pwsy hI mh`qv pUrn hY] 3. trwsportySn :- ies iv`c auqpwdn sQwn qo aupBogI q`k phMucx q~k vsqw iDAwn r`Kxw hY[ AMqrrwStrI Fohw FohweI smy iSps, hvweI swDn, ryl, sVkI swDn Awid bwry vDIAw Xojnw dI loV hMudI hY[ ies iv`c brwmd-brwmd dy kwiedy kwnMUnw dI jwxkwrI hoxw vI mh`qv pUrn hMudw hY[ 4. storyj qy mtIrIAl hYNfilMg:- storyj sbMDI loVw Aqy muSklW dw h`k l`NBxw, TIk QW dw pRbMD krn Aqy iPr aus iv`c mtIrI Al dI sWB sMBwl krnI[ storyj KrIdxI hY jW lIj qy lYxI hY, srkwrI jW pRweIvyt

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45

Introduction to Logistics

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etc. A well organized customer service set up ensures continuous business from satisfied customers.

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

Transportation: addresses physical movement of goods from a point of origin to a point of consumption. In dealing with international logistics, a well planned transportation architecture is required which involves having a integrated means of transportation through ships, air, rail and road. Knowledge about import and export rules and regulations also play a great role in this area.

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

Packaging: is about protecting the product while it is being shipped or stored.

It is also about presenting the products to the ultimate consumer. There are various government labeling rules that need to be followed and adhered to.

Information Processing: links all areas of the logistics system together. Various software packages are available to man-

Large Gain in Truck Tonnage ‘Surprising’ Retail, manufacturing and housing helped push truck tonnage up by 2.3 percent in May, according to the American Trucking Associations’ (ATA) advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index.

Compared with May 2012, the SA index was 6.7 percent higher — the largest year-over-year gain since December 2011. According to ATA Chief Economist Bob Costello, the increase is due to a combination of sectors showing strength. The month of May saw factory output rise and stronger retail sales. Plus, “the 6.8 percent surge in new housing starts during May obviously pushed tonnage up as home construction generates a significant amount of truck tonnage,” Costello added. “While we heard good reports regarding freight levels during May, I have to admit I am a little surprised at the large gain in tonnage,” Costello said.

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age different activities in logistics management.

Demand forecasting: helps in preparing for meeting the customers future demands. Historical sales statistics, seasonal trends and planned future events are considered to accurately forecast future demands.

Production planning: is another component of the logistics to ensure that customer’s orders are fulfilled on time.

Manufacturing needs components and raw materials in order to make finished goods.

Proper planning is required to account for machine, labor and capacity constraints.

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

Facility location: addresses the strategic placement of warehouses, manufacturing plants, and transportation resources.

These decisions are not made very often, but once made directly reflect the company’s ultimate success or failure.

In addition to the above activities, logistics tasks also include, but are not limited to other activities such as after-sales parts and service support, maintenance contracts, return goods handling and recycling operations. An organization’s strategy guides the way the individual activities are performed. A well coordinated and executed logistics strategy plays an important milestone in any organization success.

Large and Small carriers Expect Rate Increases Transport Capital Partners’ latest survey bucks a three-year trend of lowering expectations for volume growth, says the consultancy. More carriers now report expecting volumes for the 2 quarter to hold steady.

Opinions diverge between larger carriers (over $25 million in revenues) and smaller carriers. In both groups, 50% expect volumes will increase. However, almost 40% of smaller carriers think volumes will decrease; only 3% of their larger competitors expect a decrease. While 40% of larger carriers expect volumes to remain the same, just 11% of smaller carriers see volumes holding steady. “As the economy waits to sort out the cross currents of macro events and the change in Federal Reserve policies, freight volumes struggle to grow significantly,” says Richard Mikes, a TCP partner.

A large majority of carriers (80%) have seen rates hold steady over the past quarter. Optimistically, most carriers (73%) are also expecting rates to increase in the next 12 months. Eighteen percent of carriers have seen rates increase, up from 11% last quarter. However, this is down from the 45% of carriers that reported rate increases a year ago. More smaller carriers than larger carriers have seen rates increase - 25% vs. 14%. “Even with modest improvement in freight demand, carriers are anticipating much needed higher rates from customers,” says Steven Dutro, TCP partner.

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Spotlight

Success Through Hardships and Obstacles – the

Kam-Way Transportation As in every day life, the history of Kam-Way Transportation was filled with ups and downs. We had the chance to sit down with Kam Sihota, CEO of the company, and learn how the company, which he quarterbacks had to face many obstacles before it became successful.

Kam Sihota, who was born in Fresno, California, had trucking in his blood from the day he was born. His family had been involved in trucking as far back as he could remember. “When other kids used to go out and play, I used to go to the truck yard and work on our trucks,” says Sihota. “At the age of 12, I was able to fully drive a truck tractor and move it around in the yard.”

At the young age of 17, Kam was a field dispatcher for a wine and grapes company. At the age of 18, when he received his industrial driver’s license, he took his first load to Los Angeles, thus began his driving career – all while attending college.

Within about a year’s time, business began to slow and Sihota left college to work in a dispatch office. This suited him 48

quite well as Sihota began to learn the inner workings of a larger dispatch operation.

By the time he was 23, Sihota was given the reigns of a trucking company, which had over 25 trucks. Initially, business was good but since he lacked large business experience, the company failed and Sihota had to face another business reality – his company lacked respect because of financial issues. He was about to go back to driving, but was convinced to dispatch again. In June 2002, Sihota bought one truck and began the difficult path of building the company reputation by doing work properly; rather than taking shortcuts, he learned the proper techniques, routines, and workings of the business. He knew now that he could start a dispatch and brokerage office, which could become successful.

In 2005, Sihota began to work as an agent for his uncle, as Service Express, and within a short period of time, he made quite a name for himself. He completed over $12 million in sales JULY / AUGUST 2013

and became quite successful.

Having lots of money made Sihota careless and carefree. He is not proud of it, but admits, “I began to party and got involved in the wrong lifestyle. I made a lot of mistakes but these mistakes taught me proper values.

In a short time, I grew up and matured.”

In 2007, with the high dollar disparity, Sihota thought it would be a great time to make the move and start a brokerage and dispatch office. In September, he and his family moved to Washington. On April 16, 2008, Kam-Way Transportation, a name suggested to him by a client, made its first load. After that, it was one milestone after another.

In its first year of business, Kam-Way Transportation did $8 million in business; year two saw $15 million and had 10 full-time employees; in its fifth year, the company did about $35 million in business and has 35 employees. “We are grateful for having a great and dedicated team, which is the foundation of any great business,” says Sihota.

The next step Sihota had to take was the most logical, but probably the most difficult. “In 2012, I knew that I had to step back from operations and work on building the company. Even though I didn’t want to, I had to delegate responsibilities to others and back off,” admits Sihota. “The transition to building a corporation is difficult, but the process is much easier because we already have such a strong and dedicated team.”

Journey of

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Some Q & A’s with Kam Sihota: JD: How did Kam-Way achieve success so quickly?

KS: I’m not going to deny that we were at the right place at the right time. But at the same time, we realized that we needed to service our Canadian clients from a base that was closer to Canada. We had to be closer to our clients and carriers.

JD: What was an obstacle/challenge that you faced which led to more success?

KS: I remember a time when Loblaw changed their pay period scheduling, which conflicted with ours. As a result, we lost Loblaw, which was our biggest customer. Rather than bending on our principles, we stuck to our guns. Afterwards, we gained even more customers, including Western Grocers, Safeway, and Kruger.

JD: How are you different from other companies like yours?

KS: We are constantly looking at ways to improve our company and the way we do business. We want to become a solutionsbased company that balances both carriers and customers. We also want to empower all of our employees so that they can succeed at their respective jobs.

JD: What do you foresee in the coming years for Kam-Way Transportation?

KS: We want to become one of the best service-oriented companies in North America. We are also expanding and opening more offices in strategic locations. Finally, on a person note, I want to golf more and spend more time with my family.

As we wrapped up the interview, Kam Sihota sat back and looked out of his office to the harbor. It was easy to tell that he was proud of himself, his company, and his staff. After all, the company was built by overcoming obstacles and facing hardships. That is a lot to be proud of.

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California’s efforts to clean up diesel engines have helped reduce impact of climate change on state, study finds Clean diesel programs slashed black carbon, a powerful short-term contributor to global warming Reductions in emissions of black carbon since the late 1980s, mostly from diesel engines as a result of air quality programs, have resulted in a measurable reduction of concentrations of global warming pollutants in the atmosphere, according to a first-of-its-kind study examining the impact of black carbon on California’s climate.

The study, funded by the California Air Resources Board and led by Dr. Veerabhadran Ramanathan of the Scripps Institution of Oceanography at the University of California, San Diego, estimates that reductions in black carbon as a result of clean air regulations were equivalent to reducing carbon dioxide emissions in California by 21 million metric tons annually or taking more than 4 million cars off California roads every year. “We know that California’s

programs to reduce emissions from diesel engines have helped clean up the air and protect public health,” said ARB chairman Mary D. Nichols. “This report makes it clear that our efforts to clean up the trucks and buses on our roads and highways also help us in the fight against climate change.”

Black carbon — tiny soot particles released into the atmosphere by burning fuels — has been linked to adverse health and environmental impacts through decades of scientific research.

It is also one of the major short-lived contributors to climate change. The major sources of black carbon in California are diesel-burning mobile sources, residential wood burning in fireplaces and heaters, agricultural burning and wildfires. The 3-year-study, titled “Black Carbon and Regional Climate of California,”

was conducted by UC San Diego and the U.S. Department of Energy’s Lawrence Berkeley National Laboratory and Pacific Northwest National Laboratory.

It is the first comprehensive regional assessment of the climate impact of black carbon on California. In conducting the study, scientists used computer models and air pollution data collected by aircraft, satellite and ground monitors.

The study’s results support a growing body of scientific evidence that suggests it is possible to immediately slow the pace of climate change regionally by reducing emissions of short-lived climate pollutants, like black carbon.

According to co-author Dr. Tom Kirchstetter of LBNL, black carbon levels have decreased by about 90 percent over a 45-year period, beginning with the establishment of CARB in 1967,

Specializing in Mid-Western & South-Eastern states

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JULY / AUGUST 2013

mostly as a result of state regulations for diesel engine emissions. Researchers found the state’s efforts to reduce diesel emissions to have lessened the impact of global warming on California, supporting earlier theoretical computer modeling by Dr. Mark Jacobson of Stanford University that reducing black carbon from diesel combustion is a potent ‘climate cooler.’ The reductions occurred during a time when diesel fuel consumption increased by about a factor of five, attesting to the effectiveness of CARB regulations requiring cleaner fuels and vehicle technology.

The study took a conservative approach in examining the impact black carbon has on the Golden State. Researchers considered emissions only from diesel-powered trucks and buses, and off-road diesel equipment and vehicles to estimate the equivalent reduction of carbon dioxide. When all sources of black carbon emissions from diesel fuel combustion are considered, including farming and construction equipment, trains and ships, the reduction in carbon dioxide emissions can be as high as

JULY / AUGUST 2013

50 million metric tons per year over the past 20 years. That’s roughly equal to a 13-percent reduction in the total annual carbon dioxide emissions in California.

As ARB’s current efforts to clean up trucks and buses move forward, resulting in the continued cleanup and turnover of older heavy-duty diesel vehicles, California should continue to see declines in particulate matter emissions.

Advanced engine emissions control systems and filters are expected to dramatically reduce emissions from all new diesel engines. Current diesel truck engines, for example, are over 90 percent cleaner than models from years when they were unregulated. “If California’s efforts in reducing black carbon can be replicated globally, we can slow down global warming in the coming decades by about 15 percent, in addition to protecting people’s lives,” Ramanathan said.

“It is a win-win solution if we also mitigate carbon dioxide emissions simultaneously.” Black carbon has the effect of warming the atmosphere because it is effective at absorbing sunlight. However, it is emitted together with a range of oth-

er particle pollutants, including organic carbon, sulfur and other chemicals, some of which have a cooling effect, typically by reflecting sunlight.

Reducing diesel emissions can therefore lead to a reduction of both warming and cooling particles. The report, however, is the first to confirm, based on both observations and computer modeling, that the warming effect of black carbon dominates, overwhelming any cooling effect of other pollutants. This confirms the positive impact reducing diesel emissions has on fighting climate change.

Other findings include: • The study found evidence to link brown carbon — a form of organic carbon aerosols — to warming. Therefore, a commonly held view that organic particles from wildfires primarily reflect sunlight, and cause cooling, was not supported by the study.

• A finding that black carbon particles increased the number of drops of water in clouds, while decreasing the size of those drops, a condition that can reduce or delay rain.

51

Over 10,000 visitors enjoyed Apna Truck Show The 2013 APNA Truck Show was a great success, with even more participants and exhibitors attended than expected. The Tradex Centre at Abbotsford was a flurry for the two jam-packed days. Exact numbers were not yet available at this time, but a conservative figure of around 12,000 is expected.

As initially advertised, this multi-function event was first and foremost a trucking trade show which was sponsored by Trucker’s Pages, with exhibitors from various trucking related businesses. From the newest tractors and trailers to the innovations in engine and tire design, the trade show had something for all those involved in the industry. Attendees had the opportunity to meet one-on-one with industry professionals and walk away with a better understanding of products, services, and technology.

Inside the Tradex, visitors also had the chance to meet and get autographs from some of the cast members of “Highway thru Hell,” a popular TV program. The show models were also kept busy with visitors snapping pictures with them. The hourly door prizes were a huge success – winners walked away with various prizes, from gift cards to high-def DVD players. The Hiring Centre which was sponsored by Driver’s Choice Magazine was flooded with inquiries from new and

JULY / AUGUST 2013

experienced drivers looking for work with some of the top trucking companies in Canada. Many walked away with interview times reserved – now, that’s efficiency.

Outdoor, the ever-popular Show & Shine which was sponsored

by Desi Trucking Magazine was busy, with visitors being amazed by gleaming rigs, motorcycles, specialty vehicles. Winners in various categories were beaming with pride when they received their prizes and trophies.

Entertainment which was sponsored by MDF Tires was nonstop during peak hours of the show, with various performances from live bands, singers, and ethnic dancers. Entertainers were more than happy with the crowds that they attracted. For the children, there were many activities that kept them, and their parents, busy.

Our collaboration with the Children’s Wish Foundation was also much more successful than expected. Funds over $10,000 were raised towards granting wishes for critically ill children.

Show management would like to thank all exhibitors, sponsors, volunteers, and of course, the attendees, for their participation in the 2013 APNA Truck Show. We look forward to an even bigger and more diverse show next time.

53

CARB Conundrum

Just When You Thought it Was Safe to Go Outside...

It’s Official! The State of California has begun major enforcement efforts aimed at the on-road trucking fleet in California:- Matt Schrap

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kyvl aus smyN hI bwhr inklxw jdoN qusIN smJo ik hux bwhr jwxw sur`iKAq hY... ieh srkwrI hukm hY! sVkI PlIt ‘qy lwgU krn leI kYlIPornIAw styt vloN sKq kwnUMnI Aml SurU :- mYt SkrYp

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diesel user industry in California is no stranger to regulatory efforts directed at emissions reductions. Serious air quality challenges have plagued regions of California for decades and mobile emissions sources have been the largest part of the emissions pie for many years. Because of this, California has led the charge on implementing regulations to control mobile source emissions from

54

gasoline powered cars and trucks as well as more recent efforts aimed at controlling diesel emissions from the heavy duty engines that power the transportation sector. Throughout the years, these recent efforts and legacy programs have helped local air districts in highly populated, geographically challenged regions achieve drastic improvements in Air Quality with limited end-user resistance and little political opposition.

These efforts have propelled CARB into the spotlight as the “preeminent” air quality regulatory agency in the world. More recent than the catalytic converter and CARB diesel #2, California has passed several multi-billion dollar rules aimed directly at diesel users in California. Waste collection vehicles, municipal fleets, drayage trucks and refer engines have already fallen before the regulatory guillotine with emissions cuts from these engines reaching up to 90%. The two flagship diesel regulations are aimed at heavy duty, off-road equipment and heavy duty, on-road equipment; over one million pieces of heavy metal operating in California are under regulatory scrutiny. The off-road regulation hasn’t gotten final clearance from the EPA yet, but the on-road regulation has been passed, implemented and is now being enforced. The trucks that bring everything from toothpaste to tube-socks in California all must fall within specific guidelines. In fact, all diesel-powered trucks over 14,000 pds. GVWR are currently under regulation to replace with 2010 emissions technology in the next 10 years. In the interim, and as of January 2011, any truck operator who has a 1996 – 2004 engine in any truck in their fleet must have a Level 3 Particulate Matter control device, unless they have registered for one of the many exemptions to the current requirements.

Most folks who have been around these regulations will know these facts like the back of their hand. CARB has been workshopping and training end users since 2006, and despite strong opposition from certain sectors of the fleet, the On-Road regulation is moving ahead swiftly and in fact it is picking up speed. In its second year, the On-Road Truck and Bus Rule, the first of its kind in the nation and in its entirety, the most complex, restrictive emissions program for heavy duty trucking in the world, will force thousands of truck owners to upgrade their trucks or face stiff penalties that may total up to $10,000 per day. Several exemptions exist (some JULY / AUGUST 2013

arma 0433

CARB Conundrum

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more complicated than others) to help offset some of the upgrade costs by offering a way for fleets to comply without meeting the direct schedule. There are considerations for smaller fleets with 3 or fewer trucks over 14,000 GVWR, as well as a phase in schedule for larger fleets, mileage and model year restrictions for vocational fleets and a separate schedule for trucks operating exclusively in specific counties. All exemptions require reporting and all expire within the next few years. On January 1, 2014, a major exemption for small fleets (3 or less trucks) runs out. This means that the over 100,000 single, two and three truck operators registered in California and coming into California from all over the country are facing an upgrade requirement at the end of 2013. What this also means is that anyone who dispatches one of these heavy duty diesel vehicles in California or into California after January 1, 2014 will be subject to penalties if a non-compliant vehicle is found; no mater whose authority they are operating under.

Although California based brokers are subject to direct penalties under this regulation, any motor carrier based anywhere will be caught up in the regulatory web and fined, potentially for each dispatch going back to the beginning of 2011. CARB has already levied several heavy fines against drayage operators who dispatched non-compliant vehicles to covered Intermodal facilities over the past 3 years and just recently levied a $300,000 fine against a fleet for engaging in dray-off near the Mexican border.

Proof in point that no one can escape the regulatory gauntlet; if you are operating in California, you must meet the standards.

To hammer home their authority where they need it, CARB has a couple of different measures at their disposal. One that allows them to deny registration at time of renewal through California DMV if a fleet has not paid their CARB related fines and another, in conjunction with CHP that allows them to impound vehicles that have cancelled registration because of outstanding violations.

CARB can even levy an unfair business practices lawsuit against violators if the infraction is serious enough. When they find you, they will fine you, and as many California diesel operators can attest, CARB settlements instruct you on how much you will need to pay in order to clear the citation; it is not really a negotiation, they settle on an amount and you pay it. The fine amount is of course in addition to the additional capital required to upgrade the equipment to meet the standards; a double edged pendulum for anyone who gets caught operating or dispatching non-compliant equipment. With renewed debate surrounding model year registration bans surfacing now from the legislative scrap heap, the industry will continue to be faced with increasing compliance costs as standards and restrictions keep rolling in. Active engagement in the requirements is necessary to minimize the risk that all transportation businesses face when turning miles in the Golden State. Although the skies in California are getting clearer, the industry can expect more hazy insinuations from regulators regarding zero-emission freight corridors and sustainability plans that seek additional reductions from the on-road diesel sector. The efforts around emissions reductions are far from over, the sky’s the limit, no matter how clean (or dirty) it gets.

Matt Schrap is President of California Fleet Solutions (CFS) and VP of Government Programs for Crossroads Equipment Lease and Finance and handles all CARB Compliance for the Velocity Vehicle Group. CFS and Crossroads are the trusted source for CARB regulatory information for fleets operating in and out of California. Go to www.cafleetsolutions.com for more information.

JULY / AUGUST 2013

Heavy trucks boast better safety stats than medium-duty A report from the American Transportation Research Institute (ATRI) suggests that combining medium- and heavy-duty truck crash statistics depresses the true safety record of the heavy truck fleet in the U.S. The study investigated variations in safety trends across different classes of large trucks and separated and evaluated a decade of medium- and heavy-duty truck crash records and identified notable crash trends specific to each population.

Using an ATRI-designed “crash rate index,” ATRI isolated specific variables such as vehicle type, crash location, and weather to determine the degree to which certain factors influenced crash trends for medium- and heavy-duty trucks. The analysis revealed noticeable differences in safety trends between different truck sizes, with medium-duty generally performing worse than heavy-duty trucks. In addition, the results indicated disparities between interstate and intrastate motor carriers.

“In order to continue to make progress in truck crash rates, we must improve our ability to target safety strategies across all segments of the industry,” said Keith Klein, COO of Transport America. “This research will enhance our industry’s ability to customize safety solutions.” “This research also points out that blending medium-duty crash statistics with heavy-duty crash statistics may unfairly drag down the safety gains made by heavy-duty truck fleets,” said American Trucking Associations President and CEO Bill Graves. “When it comes to truck safety, clearly one-size solutions do not fit all scenarios.”

This safety data analysis provides important insight for targeting crash mitigation efforts based on different truck size groups, and highlights important opportunities to reduce crashes and improve safety.

ATRI is now expanding this research by investigating the most critical crash factors associated with different truck sizes and configurations — with the goal of encouraging uniform safety improvements across all types of trucks. Of particular interest in the expanded analysis will be differences in crash trends between interstate and intrastate motor carriers.

JULY / AUGUST 2013

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New

The

Hours

of Service

clock is ticking toward July 1, when new hoursof-service rules take effect. For carriers and drivers who still have questions about the new mandatory rest break and 34-hour restart provision changes, U.S. Trucking Associations have been distributing the following outline of the rules and their implications in an easy-to-read Q&A format: Mandatory Rest Break The final rule requires that if more than 8 consecutive hours on duty have passed since the last off-duty (or sleeper-berth) period of at least half an hour, a driver must take an off-duty or sleeper berth break of at least 30 minutes before driving.

To address an issue raised by commenters, FMCSA has also added an exception for drivers of commercial motor vehicles (CMVs) carrying Division 1.1, 1.2, or 1.3 explosives to allow them to count on-duty time spent attending the CMV, but doing no other

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Questions & Answers

on-duty work, toward the break.

Frequently Asked Questions 1. Why is FMCSA requiring drivers to take breaks?

Recent research found that any break from driving reduces risk in the hour following the break, but off-duty breaks produced the largest reduction. This study also showed that when non-driving activities (both work- and rest-related) were introduced during the driver's shift-creating a break from the driving task-these breaks significantly reduced the risk of being involved in a safety critical event during the 1-hour window after the break. The benefits of breaks from driving ranged from a 30- to 50-percent reduction in risk with the greatest benefit occurring for off-duty (nonworking) breaks.

2. Do I have to take a break exactly 8 hours after I come on duty?

No, the rule gives drivers flexibility in when and where to take the break. The rule only prohibits driving if more than 8 consecutive hours have passed since the last off-duty period of at least 30 minutes. For example, if a driver spends 2 hours loading at the beginning of the day, then has a 10-hour drive ahead, he or she must take the break no later than 8 hours after coming on duty. The driver can, however, take the break earlier. If he or she takes a half-hour or more break at some point between the 4th and 8th hours after coming on duty, the driver can complete the rest of the planned 10 hours of driving without another break.

3. Does the break have to be spent resting?

No. The driver must be off duty for at least a half hour. Meal breaks or any other off-duty time of at least 30 minutes qualifies as a break. Drivers carrying certain explosives, who are required to attend the vehicle at all times, are allowed to count attendance time, which is on duty, toward the break if they do no other work during that time.

4. Can the shorter sleeper-berth break (minimum 2 hours) be used to meet the half-hour break requirement?

Yes. Any off-duty or sleeper-berth period of 30 minutes or more will meet the requirement.

5. Does the break count against the 14-hour driving window?

Yes. Allowing off-duty time to extend the work day would allow drivers to drive long past the time when fatigue becomes extreme. The 14-consecutive-hour rule was adopted to prevent that and to help drivers maintain a schedule that is consistent with circadian rhythms.

6. Which drivers are most likely to be affected by this provision?

Commenters to the proposed rule stated that most drivers already take breaks, so they are unlikely to be affected. The only drivers who will be affected are those who drive after working for JULY / AUGUST 2013

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New Hours of Service Q&A

2. Which drivers are most likely to be affected by the 168-hour provision?

Drivers who work very long hours (more than 70 per week) on a continuing basis are most likely to be affected by the 168-hour provision. The available data indicate that a small percentage of truckload drivers work these extreme hours.

3. How will inspectors be able to enforce the provision during roadside inspections?

FMCSA recognizes that this provision will not always be enforceable during roadside inspections. FMCSA and our State partners will be able to verify compliance with this provision during compliance reviews or other interventions.

4. Who will be affected by the 2-night provision?

Only drivers who drive nights and work more than 60 or 70 hours in a week will be impacted. The nighttime operations of the major less-than-truckload (LTL) carriers should be minimally impacted, as their drivers generally receive 2 days off duty a week.

Drivers who will be impacted by this provision work heavy and irregular schedules that include some nighttime driving.

5. What is the minimum length of time a driver has to be off duty to get the 2 night periods?

The minimum period is 34 hours. Most drivers driving daytime schedules will be able to obtain the 2 nights in a minimum 34-hour restart, if they need to use the restart at all. For example, a driver who begins a restart period when going off duty at 7:00 pm on a Friday would complete the minimum 34 hours off duty at 5:00 a.m. on Sunday. This would have included the required 2 nights off between 1:00 a.m. and 5:00 a.m. Only drivers who have a regular overnight driving schedule and who work more than 5 nights a week will need to take longer restarts to obtain the 2 nights off.

6. If a driver works 10 hours a night 6 nights a week and takes the 7th night off, does he then have to take an extra night off?

No, the driver would be working 60 hours in 7 days and would not need a restart to start working again on the 8th day. The driver, therefore, would not need to use the restart provision.

7. Are the two nighttime periods based on the driver’s terminal time or local time, when different?

Drivers’ logs are based on the time zone of their home terminal. The 2-night periods are, therefore, set by the time at the home terminal. They are not related to “local time.”

more than 8 hours without taking any off-duty time.

7. Can time spent waiting to be loaded or unloaded count toward the break requirement?

Time spent waiting to be loaded or unloaded is on duty unless the driver has been released from all responsibility for the truck. Except for drivers attending loads of certain explosives, onduty time cannot be considered as a break.

8. Are drivers using the "100 air-mile radius" or "non-CDL 150 air-mile radius" provisions in § 395.1(e) required to take the minimum 30-minute break if applicable?

Yes. Drivers operating under the 395.1(e) exceptions may not drive if more than 8 consecutive hours have passed since the last off-duty period of at least 30 minutes. Because they are not required to maintain records of duty status ("logbooks"), they are not required to record the break periods.

34-Hour Restart Drivers can only use the 34-hour restart once every seven calendar days (168 hours). In addition, the restart must include two nighttime period of 1 a.m. to 5 a.m. using one's home terminal time zone. If you go off duty at 7 p.m. on a Friday, for example, you would be eligible to drive again at 5 a.m. on Sunday. After you've taken 34 consecutive hours off duty that include the two nighttime periods, you have your full 60 or 70 hours available again.

Frequently Asked Questions 1. What is the purpose of the 168-hour provision?

The purpose of the rule change is to limit work to no more than 70 hours a week on average. Working long daily and weekly hours on a continuing basis is associated with chronic fatigue, a high risk of crashes, and a number of serious chronic health conditions in drivers.

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A proposed supplemental rule for electronic logging devices has been sent to the Transportation Secretary’s office and is expected to be published as soon as November, according to Transport Topics. The Federal Motor Carrier Safety Administration’s proposal, rewritten to address a federal appeals court’s concerns about potential driver harassment, is expected to be sent to the White House Office of Management and Budget for further review in August. The original proposal would have required that nearly all motor carriers install electronic logging devices such as electronic onboard recorders as a measure to help enforce hours-of-service regulations and reduce fatiguerelated crashes. Last month, FMCSA said it planned to survey 1,000 drivers on how EOBRs can be used by carriers. The survey results could reportedly be used to assist the agency in writing a final rule, FMCSA officials said.

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