To deliver on time, every time I always trust Utility Trailer Sales and Carrier Suki Sanghera Owner - Try-US Transportation
UTILITY TRAILER SALES Fresno
Stockton Area 2
1-800-624-9644 1-209-444-8800 12608 Harlan Road, Lathrop, CA
1-800-537-2600 1-559-237-2001 2680 S East Ave, Fresno, March CA / April 2016
TRUCK CENTERS, LLC Family Owned Since 1930
T R UCK
He Who Uses the Least Fuel, Wins! New Trucks
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BAKERSFIELD TRUCK CENTER
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2727 E. Central Ave. Fresno, CA 93725
8100 Goldenstate Ave. BakersďŹ eld, CA 93380
8200 Baldwin St. Oakland, CA 94621
10182 S.Harlan Rd. French Camp, CA 95231
100 Opportunity St. Sacramento, CA 95838
Ph: (800) 999-9152
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For more information, please visit our website at www.CaliforniaTruckCenters.com
CONTENTS ADVERTISERS BP Lab Services ................................................ 31 California Truck Centers ................................... 3 California Trucking Association ........................ 45 City Link Truck Repair Inc ................................ 41 Commercial Fleet Satellite Services ............... 49 CVTR Inc ................................................... 27, 55 Express Graphics ............................................. 51 Fresno Truck & Tire Service ........................... 31 Golden Land Trans. Insurance ...................... 37 GSC Logistics ................................................... 27 Guru Signs ........................................................ 32 Howes Lubricator ............................................. 9 ITM Equipment ................................................. 52 Jagdeep Singh Insurance Agency .................. 38 Kam-Way Transportation Inc ........................... 21 Kingpin Insurance ........................................... 33 Kroeger Equipment ........................................... 41 Los Angeles Freightliner .................................. 15 MDF Tire Fresno ................................................ 47 NSC Compliance ............................................... 23 OTRUCK.com ...................................................... 7 Pape Kenworth ............................................... 11 Primelink Express ............................................. 39 Prime Truck Driving School ............................... 38 Sacramento Truck Center .............................. 42 S&S Transport Refrigeration ........................... 40 Speedy Truck Wash Inc. ............................ 31 TEC Stockton ................................................. 17 Thermo King Fresno .......................................... 25 Thermo King Northwest .................................... 39 TruckertoTrucker.com ..................................... 24 Utility Trailer Sales .......................................... 2
08 14 18 22 34 44 48 53 25 26 30 40 42 54
Understanding Transmissions and How They’ve Changed tRWsimSnW nMU smJxw Aqy ieh hux q`k ikvyN bdly hn
The Document called Bills of Lading lyifMg ib`l
Pinching Pennies pYsy dI b`cq krn dw smW
Heavy Highway Vehicle Use Tax (HVUT) hYvI hweIvyA vhIkl XUz tYks
Surviving Major Accidents v`fIAW durGtnwvW qoN bcxw
Hours of Service is all about safety insicq kMm dy GMty quhwfI sur`iKAw leI hI hn
Managing Workforce in Trucking tr`ikMg ‘c krmcwrIAW dI dyK Bwl AsIN Awpxy BweIcwry dy SISy hW!
Pure Power Technologies changes hands TSE Brakes introduces new visual brake stroke indicator 58,500 Bridges is US are structurally deficient, report Bridgestone recalling thousands of Firestone trailer tires Goodyear announces Highway Heros BTS Statistics Release: December 2015 North American Freight Numbers
Utility Trailer Sales of Utah .............................. 13 Valley Freightliner Inc .................................. 28-29 Valley Transport Refrigeration ........................... 19 Volta Air ............................................................ 43 Volvo Trucks .................................................... 56 Warner Truck Centers ........................................ 5 4
18 March / April 2016
March / April 2016
Editor’s Note / sMpwdkI
Dilbag (Ron) Dhaliwal
The Future Belongs to Those Who Believe in Their Dreams
BivK ‘c hmySw auhI mMizlW sr krdy hn jo Awpxy supinAW dy ivSvwS krdy hn[ 6
Believe in the beauty of your dreams! Your future will be built on the ideas of your dreams. Know that your dreams are possible if you believe in them strongly enough, and it all starts in the mind. Create a clear and precise vision of whatever you would like to have, the person you would like to become, or a dream to build your business. Then, put your full faith and belief behind it and you’ll see it as already done; experience the joys and delight of it coming to fruition within your mind. Push back your past disappointments, setbacks, and failures and try to learn from your mistakes. You have the power within yourself to build a future you desire. Take on this responsibility with your own life, and you can turn the beauty of your dreams into reality. Desi Trucking Group took a dream 12 years ago and started with a resource book for truckers. Today, with hard work, this group is a leading publication house across North America. We are pleased to announce a strategic partnership between JGK Media and Newcom Business Media, which is aimed at bringing members of the South Asian community to this year’s Truck World Show. JGK Media publishes Desi Trucking Magazine, DRK Magazine, and Latino Trucking Magazine, while being partnered with the West American Truck Show and the APNA Truck Show. Newcom is the owner of Truck World and Expocam, while also publishing Today’s Trucking, Truck News, Truck West, Transport Routier, and Truck & Trailer magazines. We are very confident this partnership will flourish in the future and succeed in bringing the trucking industry together, at Truck World and at other future events. Until next time, God bless the trucking industry. See you all at Truck World 2016.
Awpxy supinAW qy ivSvwS r`Ko, quhwfw BivK iehnW au~pr hI ausrnw hY[quhwnUM pqw hY ij supny s`c ho skdy hn jykr quhwnMU iehnw qy pUrn ivSvwS hovy, ieh sB quhwfI soc qy inrBr krdw hY[ quhwnMU Awpxw inSwnw im`Q lYxw cwhIdw hY ik qusI iks iksm dy ienswn bxnw hY jW iks iksm dw kwrobwr krn dw supnw hY[pUrn ivSvwS nwl ies dI pRwpqI v`l kMm krnw SurU kr dyvo Aqy Awpxy supny pUry huMdy dyKo[ kdy vI bIqy smyN dIAW nkwmIAW nUM rwh dw roVw nw bxn idE, sgoN AwpxIAW glqIAW qoN is`Ko[SkqI quhwfy AMdr hI hY, ies nUM jgwE Aqy Awpxy supinAW nUM pUry huMdy dyKo[ dysI tr`ikMg gru`p ny vI 12 swl pihlW ie`k supny dI SurUAwq tr`ikMg ieMfstrI ‘c i`k fwierYktrI lWc kr ky kIqI sI, A`j ieh gru`p nwrQ AmYirkw ie`k mohrI pbiliSMg hwaUs hY[ swnUM ieh dsidAW bVI ^uSI ho rhI hY ik inaUkwm ibzns mIfIAw Aqy jy jI ky mIfIAw ny h`Q imlw ley hn qW ik ies swl dw tr`k vr’f SoA jo 12 AprYl qoN 14 AprYl q`k trWto dy pIArsn eyArport dy nyVy ieMtrnYSnl sYNtr iv`c ho irhw hY ‘c swaUQ eySIAn kimaUintI nUM srgrmI nwL Swml krn leIy Xqn kIqy jw skx[ jy jI ky mIfIAw jo dysI tr`ikMg mYgzIn, fI Awr ky Aqy lwtIno tr`ikMg mYgzIn k`F irhw hY Aqy Awpxw tr`k SoA Aqy vYst AmYirikn tr`k SoA ‘c vI ih`sydwr hY[ inaUkwm tr`k vrlf dw mwlk hY Aqy nwl hI tUfyz tr`ikMg, tr`k inaUz, tr`k vYst, trWsport rUtIAr Aqy tr`k AYNf trylr mYgzIn vI pRkwiSq krdw hY[ swnMU pUrw ivSvwS hY ik ies sWJydwrI nwl tr`ikMg ieMstrI iv`c kMm krn vwly v`K v`K BweIcwirAW nUM ie`k QW qy iek`Tw krn ‘c m`dd imlygI[ Agly AMk ‘c iPr imldy hW, pRmwqmw quhwfy supny pUry kry…
Publisher DesiMaxx Media Group LLC 1-877-598-3374 (Desi)
Editor-In-Cheif Dilbag (Ron) Dhaliwal
Associate Editor Jagmohan Singh
Advertising & Sales Raman Singh
Art Director Avee J Waseer
Creative Head Ranjit Singh
IT Manager Raj Sidhu
Cover Design www.SpicyCreatives.com
Contributing Writers Anthony Jarantilla Ken Cooke Pash Brar Jag Dhatt Dara Nagra Ray Gompf Ken Davey
Translator Tirath S. Khabra
Raman Singh Managing Director
Ismelda Del Toro Office Manager
Manit Singh Operations Manager
3599 S Golden State Blvd, Fresno, CA 93725 Ph: 855-500-DESI | Fax: 559-991-4296 Mailing Address: PO Box 812, Fowler, CA 93625 All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: DesiMaxx Media Group LLC assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication. The opinions expressed in articles and features are of the writers and may not be those of the publisher. THE PUBLISHER ASSUMES NO RESPONSIBILITY OF ANY KIND.
March / April 2016
OTRUCK Connecting The Trucking Community
Join today to Connect with Truckers and Businesses across North America www.OTruck.com March / April 2016
Understanding Transmissions and How They’ve Changed
Then the converted horsepower moves along to the differential few days ago, my thirteen-year old that essentially changes the direction of the useable power to grandson asked me how the rpm’s get the wheels, which in turn cause the truck to move in whatever from the engine to the drive axle. I tried direction is required. to explain it so he could get a grasp of The engine is going to produce rpm’s between 750 and the process and he already had it. So, just 2,000, but the peak efficiency of the engine is a constant that how do you convert a relatively constant will be found somewhere between 1,300 and 1,600 rpm’s. 1,500 rpm’s created by the engine to the drive axle to turn the There are differences in that efficiency depending on the wheels with the proper amount of horsepower and torque to manufacturer of the engine, the horsepower rating and the propel the truck along the highway at highway speed and be as torque curve. It takes considerable studies to analyze the efficient as possible with fuel consumption while still having various engine manufacturers’ products to select sufficient power to lift the load from a dead stop and bring it up to speed no matter what the terrain? the horsepower and torque capabilities to suit your I know that’s a long question but it’s the one that’s application. troubled engineers for the better part of the century. Then there’s the transmission. Essentially, the transmission allows the truck operator to select It’s THE question truck drivers ask themselves every the most efficient gear utilizing the optimum day. The answer is a conundrum as it’s not that hard horsepower/torque produced by the engine to to figure out, yet it’s most difficult to figure out. accomplish the task. Under heavy load, the driver Essentially, the revolutions per minute created may select the lowest possible gear, whereas with by the engine are converted through the clutch G. Ray Gompf a light load, may select a slightly higher gear to lift to the transmission, where magic happens, either the load from a dead stop without having the engine increasing the horsepower, and reducing or speed drop too low. Applying more fuel to the engine can increasing the rpm’s, depending on the power requirements to raise the rpm’s to the point where it becomes necessary to move the truck and load from a dead stop to highway speed. 8
March / April 2016
Understanding Transmissions and How They’ve Changed
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Understanding Transmissions and How They’ve Changed upshift to the next gears until highway cruising speed is reached. Similarly, braking can be achieved by utilizing the transmission by gearing down and holding the engine speed down to assist in slowing the vehicle down. There are several transmission manufacturers. In the past, it was common to have two transmissions in trucks in order to provide for the wide range of gear options necessary mainly because of low horsepower engines that were prevalent in the day. The most common of these multiple transmission set ups was the “Five and Four”. The driver selected a gear in the secondary and worked through all of the gears in the primary. Then, the driver shifted into the next higher gear on the secondary and worked through the gears of the primary until both transmissions where in top gear. Then, with the help of electric buttons and air driven slaves, the function of multiple gears could be achieved on one gear shift lever with accompanying buttons on the gear shift knob. This could provide up to 18 different gears with one gear shift, whereas the Five and Four took two gear shift levers to provide 20 different gears ratios. The automatic transmission has now become a standard, taking away the need for the driver to use mathematic skills to determine which gear is going to be the most applicable for the efficient power/torque combination required for the task. The automatic transmission relies on a computer to do those computations and calculations and to make the shift changes as they are required; no human thought required other than to engage the transmission in either forward or reverse mode. The automatic transmission does not take away the need for a human to sit down and compute all these calculations in order to spec the truck for the job it’s going to accomplish. Each truck must still be properly specified as to its primary task and have the proper matching of engine, transmission and differentials to ensure it achieves the best efficiencies with respect to fuel consumption, being able to keep up to speed regardless of terrain within reasonable tolerances. Highway trucks need to be differently spec’d than do local trucks where their top speed is going to be considerably lower than the higher speeds required by the open road. Usually, this is accomplished by the final drive axle ratio. One of the reasons the automatic has taken hold industry wide is quite simply the computer can provide considerably better fuel efficiency than even the best of the best human drivers. Fleets have discovered that not only are the maintenance costs lower, but the fuel efficiency of the truck is better even utilizing less skilled operators. While the human driver still requires a high skill level to move freight between points A and B, the skill of upshifting and downshifting is much better suited to the computer, allowing 10
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March / April 2016
Understanding Transmissions and How They’ve Changed the driver to concentrate on driving. As someone who has driven more than 4.5 million miles selecting and shifting gears, using clutch pedal and gear shift levers over many long years, I personally would welcome the installation of an automatic transmission. There are still many many things to consider without worrying about missing a shift on Montreal River Hill and while it never happened to me on that hill, it has, on occasion, on other equally severe and notorious hills. Personally, I have a great deal of reservation on the totally autonomous trucks currently under real life testing in Nevada, and soon to be Ontario. This is where the truck essentially drives itself and the driver is merely a backup in case something goes wrong with the computer. In my translation, this simply means the driver is just there in case there is a need to blame someone other than the engineer creating the system. There are just too many variables, such as other motorists on the road, to permit a computer to be the sole decision maker in every situation. Situations arise too quickly and reactions must be definitive and be made in and with respect to every road condition known to man. If the driver is going to be responsible for whatever befalls him, then he must be in absolute charge of the vehicle he’s going to be blamed for crashing. Maybe, just maybe, after billions of miles of autonomous trucking, under every conceivable weather condition, we can have faith in the ability of the computer to actually think about consequences in each and every situation; but we’re not there yet. As long as there will remain a mix of human driven machines and computer driven machines, without perfect communication amongst all these vehicles, true autonomous vehicles are just a dream. But, they are coming.
dw svwgq krdw hW[ pr Pyr vI mWtrIAl irvr ih`l ‘qy gyAr iSPt im`s krn dI icMqw krn qoN ielwvw vI hor ieho ijhIAW keI vsqW hn ijnHW ‘qy gOr krnw bhuq jrUrI hY[ BwvyN ik mYN A`j q`k mWtrIAl irvr ih`l ‘qy gyAr iSPt im`s nhIN kIqw pr hor ku`J ie`k phwVIAW jo ik ies vWg hI Kqrnwk hn ‘qy ieh ho cu`kw hY [ pUrI qrHW Awpxy Awp c`lx vwLy (AwtonOms) tr`k ijnHW ‘qy nyvwfw ‘c rIAl lweIP tYst c`l rhy hn Aqy CyqIN hI ENtwrIE ‘c vI ieh tYst SurU hox jw rhy hn, ivAkqIgq qOr ‘qy ienHW tr`kW bwry mYN AwpxY rwey pUrI qrHW rwKvIN r`K irhw hW[ ieh auh tr`k hn jo ik Awpxy Awp hI c`lxgy Aqy kMipaUtr ‘c nuks pY jwx dI hwlq ‘c fRweIvr qW isrP mwmUlI bYk A`p dy qOr qy hI hY, pr myry Anuswr ies srkwrI BwSw dw qrzmw ieh hY ik fRweIvr ies leI hY ik koeI glqI hox dI sUrq ‘c ieh isstm bxwaux vwLy ieMjnIAr dy nwL nwL jW aus qoN ibnHw jykr iksy nMU ksUrvwr Tihrwauxw pvy qW ieh glqI fRweIvr m`Qy mVHI jw sky[ hr hwlq ‘c hr ie`k PYslw kMipaUtr vloN krn krky hor vI keI AOkVW pyS AwauxgIAW, ijvyN ik hor fRweIvr jo sVk ‘qy jw rhy hn[ ieho ijhy hwlwq bhuq hI jldI pYdw ho jWdy hn jdoN ik sVk dI hr hwlq ijs dw ienswnW nMU jwxkwrI hY aus Anuswr shI PYslw ie`kdm lYxw bhuq jrUrI ho jWdw hY[ jykr iksy vI vwprn vwLI Gtnw dw izMmyvwr fRweIvr nMU TihrwieAw jwxw hY qW auh ijs vhIkl dI durGtnw hox vwLI hY aus dw pUrw kMtrol fRweIvr koL hI hoxw cwhIdw hY[ Swied, jdoN pUrI qrHW Awpxy Awp c`lx vwLy tr`k hr qrHW dy mOsm ‘c iblIAn mIlW pUrIAW kr lYx qW Swied swnMU kMipaUtr dI ies Xogqw qy XkIn ho sky ik ieh hr ie`k pRsiQqI ‘coN aupjy nqIijAW bwry soc skdw hY, pr AsIN Ajy au`Qy nhIN phuMcy hW[ jdoN q`k mnu`KI fRweIvrW vloN clweIAW jWdIAW mSInW Aqy kMipaUtr duAwrw clweIAW jWdIAW mSInW dw ib`lkul shI qwlmyL Aqy sumyL nhIN huMdw audoN q`k shI qOr ‘qy pUrI qrHW Awpxy Awp c`lx vwLy tr`k isrP ie`k supnw hI hn[ pr ieh jldI hI phuMc rhy hn[
March / April 2016
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The Documnet called Bill of Lading
The Document called
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professional driver will sign thousands of bills of lading in their career…yet few know what it is all about. I remember the first time I saw I box of blank bill of lading forms I though some idiot spelled ‘loading wrong”. Little did I know that the care the care and history of the making of that document. With the bill of lading the driver protects and obligates himself and the carrier to safely transport the number and time of goods and deliver then to the appointed destination in good order. In Canada and in US interstate transportation the bill of lading must contain these items: 1. The carriers name 2. Names of consignor and consignee. 3. Origin and destination points. 4. Number of packages. 5. Description of freight. Every shipment must have one. The carrier must issue or cause to be issued the bill of lading so if your shipper gives you a scale ticket or some other document, you have to make a bill of lading out and have it signed. I have seen drivers fined at scales for not having a bill of lading, for not having the carrier name on the bill match the name on the truck, for not having an adequate description ( in this case, a load of cedar shakes was described as “1 wood “). Even if you are using another carrier’s form, write “via Name” where Name is the name of your company, near the top. The number of packages is the next biggest problem for drivers. The rule here is that if you did not count it, don’t sign for it. If you are picking up a loaded trailer always sign “shippers load and count” next to your name. If the shipper is loading 20 pallets and the bill said 2000 pcs you can either let then have you count the pieces or sign “20 pallets said to contain 2000 pcs’ next to your name. The bill of lading is a special contract that carries specific rights and obligation codified in law, that have been developed in the way goods are traditionally transported. It is signed by the shipper and the driver but the consignee and the owner of the goods are also parties to the 14
- Ken Davey ie`k pySyvr frweIvr ƒ Awpxy jIvn kwl iv`c hzwrW lyifMg ib`l sweIn krny pYNdy hn pr QohVy jwxdy hn ik lyifMg ib`l huMdw kI hY Aqy iks vwsqy hY[mYƒ Xwd hY jd mYN pihlIvwr ies ib`l dy KwlI Kwny dyKy sn qW mYN smiJAw sI ik iksy ny glqI nwl Loading dI QW Lading Sbd ilK ky spYilMg imstyk kIqI hY[mYNƒ ies ib`l dI mh`qw bwry koeI Kws igAwn nhIN sI[lyifMg ib`l nwl ij`Qy frweIvr sur`iKAq ho jWdy hn[ au~Qy auh Awpxy Aqy kMpnI qy Aihswn
vI krdw hY ik ausny swrIAW vsqW TIk Twk hwlq iv`c, pUrI igxqI iv`c Aqy smyN isr mMzl qy phuMcw id`qIAW hn[ knyfw Aqy AmrIkw iv`c AMqrrwzI Fohw FohweI leI lyifMg ib`l iv`c hyT ilKIAW g`lW dw drz hoxw bhuq zruUrI hY: 1. kMpnI dw nW 2. Bwr Byjx Aqy mMgvwaux vwly dw nW 3. AwrMBk Aqy phuMc sQwn dw nW 4. pYktW dI igxqI 5. Bwr dI ivvrx March / April 2016
March / April 2016
The Documnet called Bill of Lading contract even though they did not have any thing to do with the making of it and may not of even had any choice in who the carrier would be. When you sign the bill of lading, you have now made your carrier, or you, if you’re an owner operator responsible for the value of the goods and for transporting then with “due” dispatch. You should make your dispatcher aware of any of the following as soon as you find out notice them: High value goods. In Canada domestically, there is a $2.00 per lb. maximum value on goods unless otherwise declared so report any declared value. In the US or on international shipments there is no limit on liability and therefore my advice differs. I’d let dispatch know about any shipment over $5.00 per lb. Definite delivery dates. A carrier gas no obligation to move goods with
other than due dispatch unless a delivery date is on the bill of lading. We used to move goods for ocean transport al the time and so the bill would always contain the words must deliver by “date” for vessel sailing. If the carrier was late with a delivery date definite load the carrier becomes liable for damages. Goods of extraordinary value. There is a big difference between a load of used furniture or a load of antiques. Same as a big difference between a load of posters and a load lithographed art prints. Let dispatch know if what your picking up is not exactly what they said it would be. Used goods. Sometimes you are picking up a shipment of warranty return goods or a used piece of equipment. Make sure the bill description reflect the facts the goods are used. Nonsense Cargo. I created this category all by myself. One blustery day in January we dispatched a driver to pick up a load of Tea. The contract did not call for heat and we assumed it was a load of loose or bagged tea, the same as the Coffee loads we transported that were bags of coffee beans. Unfortunately the cargo was bottles of ice tea. The shipper loaded it on an unheated trailer, the driver allowed the load to be loaded on an unheated trailer and set off to cross the great white north with 2600 miles of below zero temperature. Surprise the tea froze. The bottles broke. The load was a mess. We fought the claim based on our belief that the shipper should have specified heat, and not loaded an unheated trailer. The courts determined that the trucker is the “expert” in the driver shipper relationship and we bought a load of ice tea. Remember that the next time a 12 year old forklift driver wants to tell you how to load your truck. Keep your eyes open for things that don’t make sense to you. 16
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Pinching Pennies pYsy dI b`cq krn dw smW
fter a banner 2014 year in trucking, people were not prepared for the slowdown in 2015. 2016 is also off to yet another slow start. Trucking is one of the first indicators of a slowing economy. With a surplus of companies looking for work, weak demand, and economic factors such as a high US dollar and low oil prices, everyone in the trucking industry needs to buckle down to save some money until the industry and the economy gains momentum. I spoke to a truck and trailer mechanic who offered some suggestions to help avoid extra repair and maintenance costs. Putting off repairs is a big one. Doing regular maintenance may be difficult when driving all day, but it may save you money in the long term by catching a minor problem while it’s still minor, instead of it becoming a major expensive problem later. Driver’s can also do minor inspections such as check for air leaks, go under the truck and check the drive shaft, and check the fifth wheel play. Doing minor inspections can save money and time by finding problems on your own. Spending a bit more on better quality parts up front can save money as well in the long time. For example, buying rubber red and blue tractor to trailer airlines; Rubber airlines rarely break, but plastic freezes and breaks in the winter. An initial higher investment at the forefront can save multiple trips to the repair or parts shop later. When work is sluggish, taking an extended vacation of a few months is not a good strategy. I have had so many clients go off on vacation with no savings in their accounts and decide to live off credit. They request to miss payments for the sole reason of being on holiday. That’s not an excuse most banks and lenders will deem as acceptable. Not working for a few months in already tough times, and volunteer to go in to debt is not a wise decision at all. Hold on to any money you have and wait to take that vacation later when more money is being made. I had a company owner phone me and tell me that - Pash Brar B.A. Pash is a mobile leasing representative with Auto One Leasing LP in Vancouver. She has a banking, collections and accounting background. She specializes in importing vehicles and trailers from the USA. 18
- Pash Brar B.A.
2014 dw swl tr`ikMg leI vDIAw hox krky koeI vI 2015 dy mMdvwVy leI iqAwr nhIN sI[ ies qrHW hI 2016 dw swl lgdw hY[jdoN AwriQkqw iv`c mMdvwVw AwauNdw hY qW sB qoN pihlW ies dy l`Cx tr`ikMg ‘c hI idsdy hn[ bhuq swrIAW kMpnIAW v`loN kMm dI BwL, mMg ‘c Gwt, Aqy AmrIkn fwlr dI vDI kImq, qyl dIAW Gt rhIAW kImqW v`l vyK ky tr`ikMg kMpnIAW nwL sbMDq hr ie`k ivAkqI nUM AwriQkqw dy muV pYrIN Awx q`k ku`J nw ku`J bcwA ky r`Kx leI iqAwr rihxw cwhIdw hY[ ies sbMD ‘c mYN ie`k tr`k tRylr mkYink nwL g`l kIqI ijs v`loN murMmq dy vwDU KricAW qoN bcx leI ku`J suJwA id`qy[ies murMmq nUM ku`J A`gy pwauxw v`fI g`l hY[swrw idn clwaux qoN bwAd hr roz dI sWB sMBwl lgdI qW muSkl hY pr ies nwL quhwfy A`gy jw ky hox vwLy Krcy Gt skdy hn[ikauN ik nuks pihlW pihlW QoVHw huMdw hY Aqy ieh sihjy Aqy G`t Krc nwL TIk kIqw jw skdw hY pr bwAd ‘c ieh v`fw ho jWdw hY Aqy ies ‘qy Krc vI vDyry krnw pYNdw hY[ fRweIvr Awp vI CotI motI jWc Awp kr skdw hY[ ijvyN eyAr lIkyj vyKxI, tr`k dy hyTW jw ky fRweIv SwPt cY`k krnI Aqy pMjvW vIHl plyA cY`k krnw Awid[ jy qusIN cY`k krky Coty moty nuks vyKdy rho qW ies nwL quhwfy pYsy Aqy smyN dI b`cq ho skdI hY[jy ies dy nwL vDIAw pwrt puAwE qW ies nwL auh lMbw smW c`lxgy Aqy kPwieq vI ho skdI hY[imswl vjoN trylr eyArlwienz leI rbV rY`f Aqy blUA eyArlwienz KRIdxIAW[rbV eyArlwienz bhuq G`t hI tu`tdIAW hn pr plwsitk dIAW srdIAW ‘c jMm ky tu`t jWdIAW hn[ jy pihlW hI vDIAw smwn ‘qy QoVHy ijhy v`D pYsy Krc ley jwx qW pwrts fIlrW koL jwx dy gyVy vI Gt jWdy hn Aqy tirp vI v`D lgdy hn[ jy kMm m`Tw hovy qW ku`J mhIinAW leI Cu`tI ‘qy cly jwxw vI TIk nhIN[myry bhuq swry klwieMt ies qrW dy vI hn ik mMdy kMm ‘c auh Cu`tIAW mnwaux cly jWdy hn Aqy aunHW kol b`cq kIqw koeI pYsw vI nhIN huMdw[ aunHW v`loN ies krky hI Bugqwn A`gy pwaux leI ikhw jWdw hY ikauN ik auh Cu`tIAW ‘qy gey hoey hn[bhuq swry bYNk Aqy auDwr dyx vwLy ies bhwny nUM nhIN mMndy[ AOKy smyN ‘c ku`J mhIny kMm nw krnw Aqy ibnw mzbUrI krzw shyV lYxw cMgw PYslw nhIN[ ies qrHW dy smyN quhwnUM aufIk krnI cwhIdI hY Aqy hor pYsw jmHW kr lYxw cwhIdw hY qW hI Cu`tIAW ‘qy jwxw cwhIdw hY[ mYnUM ie`k kMpnI dy mwlk v`loN d`isAw ik aus kol ie`k tr`k mwlk hY ijhVw ies qrHW mhInw Br Cu`tIAW ‘qy clw igAw Aqy hux aus kol tr`k TIk krwaux leI koeI pYsw nhIN[aus v`loN kMpnI mwlk qoN ies qrHW pYsy mMgy ijvyN March / April 2016
Pinching Pennies one of my client’s, who is his driver, took a month long vacation, and now doesn’t have the money to do a repair to his truck. The driver demanded the money from his boss and felt entitled it. My recommendation to the boss was let me deal with it and he should not get involved. Making a bad decision will not be looked at very nicely by the lender who gave you money to buy a work truck. You have the truck, so work. If you want to go on vacation, then save the money for several months of expenses first, and then go and enjoy yourself. Some companies and driver’s are desperate for work. Desperation is leading to poorly made quick decisions, such as accepting a load at less than the cost to operate. Why do something at a loss? This drives rates down for everyone and sets a bad history for future rates. Only accept profitable loads and everyone in the industry can benefit. With a profit comes savings to help get you through the slowdown. Taking losses is what is currently driving small inexperienced companies into bankruptcy and forced sales. While times are slow, it is not wise to do any major purchases you cannot afford. Equipment prices are sky high and there is surplus inventory. There is surplus for a reason. It’s just not profitable to upgrade your equipment when not as much money is being made to cover your higher payment. Taking on a huge payment with low income can lead you to a bankruptcy. Many of my clients are holding on to existing equipment, doing repairs, and making the equipment they have last until the economy picks up. I tell my clients we can get them newer things later when we can be sure they can make the higher payments without stress and still earn a good living. Be very cautious when doing any business transaction when the
ik aus dw h`k hI bxdw hY[ mYN kMpnI dy mwlk nUM ikhw ik qusIN ies ‘c nw aulJo ieh g`l mYN nij`TdI hW[auDwr dyx vwLy v`loN quhwnUM tr`k KRIdx leI auDwr dyx leI ilAw igAw mwVw PYslw bhuqw cMgw nhIN smiJAw jwvygw[jy quhwfy koL tr`k hY qW kMm kro Aqy jy Cu`tIAW dw AnMd mwnxw cwhuMdy ho qW ies leI Krcy k`F ky ku`J mhIinAW q`k pYsy joVo, iPr Cu`tIAW dw AnMd vI mwx skdy ho[[ ku`J kMpnIAW Aqy fRweIvr kMm leI bybwk huMdy hn[bybwkI jW kwhlI ‘c keI vwr jldI ‘c PYsly lY ley jWdy hn[ ijvyN Krc qoN vI G`t pYisAW ‘qy lof cu`kxw Awid[pr jy kMm hI krnw hY qW nukswn auTw ky ikauN krnw? ies qrHW nwL bwkIAW dy kMm ‘qy vI Asr pvygw Aqy A`gy leI BYVI imswl bx jwvygI[jy shI ryt lvogy qW ies nwL quhwnUM hI nhIN swrI ieMfstrI nUM vI Pwiedw hovygw[ mMdy ‘c lwB nwL hI b`cq ho skdI hY[ ieh Gwtw Kwx krky hI hY ik hux bhuq swrIAW kMpnIAW bYNkrpsI kr rhIAW hn Aqy aunHW nUM mzbUrn iv`krI krnI pY rhI hY[ jdoN mMdw hovy qW ivqoN bwhrI KRId nw kro[ienvYnotrI vI h`doN v`D hY Aqy smwn dIAW kImqW vI Asmwn nUM Coh rhIAW hn[vwDy dw vI ie`k kwrn hY[ smwn nUM audoN A`pgRyf krnw vI koeI isAwxp nhIN jdoN quhwfy Krc kIqy pYsy nhIN muV rhy[G`t Awmdn smyN jy v`D krzw lY ilAw jwvy qW ieh bYNkrpsI nUM s`dw dyxw hY[ jdoN q`k AwriQkqw ‘c qyzI nhIN Aw jWdI myry bhuq swry klWieMt Awpxy purwxy smwn dI murMmq Awid krky hI swr rhy hn[ mYN Awpxy klWieMtW nUM ieh d`sdI huMdI hW ik jdoN q`k Bugqwn krn jogI kmweI nhIN huMdI au`nw icr nvW smwn KRIdxw TIk nhIN[ies qrHW dy smyN glq PYslw lYx nwL quhwfy jIvn icMqw Aqy musIbqW hI hoxgIAW[ jdoN hux mMdvwVw c`l irhw hY qW koeI vI sOdw krn smyN bhuq iDAwn r`Ko[ mYN Awpxy icrW dy ie`k klWieMt leI tr`k vyK rhI sI[ pihlI icqwvnI jo imlI auh ieh sI ik vycx vwLw tr`k sbMDI pUry kwgz p`qr vyKx ‘c sihXog nhIN dy irhw sI[ S`k pYx ‘qy
TURN TO THE EXPERTS AT VALLEY TRANSPORT REFRIGERATION & BAY AREA TRANSPORT REFRIGERATION
• Service Parts Sales • New Carb Solutions • APU Repair and Installs • 24hr Mobile Reefer Repair • Trailer Repair • Used Parts • Liftgate Repair and Install
March / April 2016
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economy is slow. I was looking to buy a truck for a long time client and the first warning sign was that the seller was not co-operating and providing me with the standard paperwork. Being suspicious I pulled a lien search and found multiple liens that the seller did not disclose or have the money to pay for. I abandoned the truck right away. Not doing a proper check on what you’re buying, can cost you by inheriting other’s debts at your loss. I also encountered a crooked dealership in Edmonton that was trying to sell a trailer without a current commercial vehicle inspection. An inspection is required to allow the vehicle on the road safely. When i asked how a trailer can be removed from the dealership lot because it cannot be plated for insurance without a current inspection, the dealer got extremely rude and angry and said to hook the trailer to the truck and just leave with no insurance. How can you hook a truck to a trailer and put it on the road without insurance and without an inspection? This crooked dealer was willing to risk the lives of every motorist on the road. He claimed he didn’t have money to inspect the trailer and he wasn’t making any money on the deal. When i showed the trailer to a 40+ year trailer sales person, he deemed the value of the trailer to be $2-4,000 less than the sales price the dealership demanded. There was a substantial profit and this dealership had no regard to safety or federal and provincial regulations. Be careful of who you deal with, and if unsure, always contact a professional who can assist you in avoiding a bad sale that can end up costing you money. Partnership breakdowns and business closures are a constant factor in a trucking slowdown. A big problem in partnership breakdowns has been the lack of research on your partner before starting the business venture together. I’m always finding one partner has more money and better credit than the other partner. When the breakdown happens, usually the financially secure partner wants to be paid out or refuses to payout the non contributing partner. The non contributing partner had horrible credit from the start and qualifies for nothing and often promises to put money in later, and never does. When you’re stuck with a bad partner, the only way out is termination. You can sell at a loss in a bad economy and the crooked partner will still get half for putting in nothing from the start. To save this headache, research prospective partners before commencing business, and hold on to your hard earned dollars until you meet someone stable. An alternate solution is go in to business on your own from the start, 20
jdoN mYN aus tr`k dy lIAnW sbMDI Koj kIqI qW jW ky pqw l`gw ik aus ‘qy keI lIAn sn jo vycx vwLw nhIN d`s irhw sI Aqy aunHW dy pYsy nhIN moVnw cwhuMdw sI[mYN ausy smyN auh tr`k lYx dI qzvIz r`d kr id`qI[ jo qusIN KRId rhy ho jy aus sbMDI pUrI jWc nhIN krdy qW horW dw krzy Awpxy isr pw ky quhwnUM musIbq pY skdI hY[iesy qrHW ie`k AYfimMtn dI DoKwDVI vwLI fIlriSp nwL vwh ipAw[ auh fIlriSp vwLy hwlIAw vhIkl ieMspYkSn qoN ibnw hI tRylr vycx dw jugwV bxw rhy sn[sVk ‘qy sur`iKAq FMg nwL c`lx leI ieh ieMspYkSn zrUrI hY[ myry ieh pu`Cx ‘qy fIlr gu`sy ho igAw ik ies dy au`nw smW plytW nhIN l`g skdIAW ijMnw icr ies dw ieMSUrYNs nw hoieAw hovy[ auh kihx l`g ipAw ik tRylr hu`k kro Aqy ibnw ieMSUrYNs krwey cly jwE[mYN ikhw ik iesdI hwlIAw ieMspYkSn qoN ibnw ieMSUrYNs ikvyN ho skdw hY Aqy ies dy ieMSUrYNs qoN ibnw ikvyN jw skdy hW[ ieh SYqwn fIlr ibnw ieMSUrYNs ‘qy tRylr sVk ‘qy Byj ky kwnUMn dI aulMGxw krn qoN ibnw sVk ‘qy jWdy hor lokW dI jwn vI Kqry ‘c pw irhw sI[ aus dw jvwb suxo aus dw kihxw sI ik aus koL ieMspYkSn krwaux dy pYsy nhIN hn ies leI auh ies sOdy ‘c ku`J vI nhIN K`t irhw[ jdoN mYN ieh tRylr ie`k tRylr sylzmYn nUM ivKwieAw qW aus ny d`isAw ik ieh fIlr ies tRylr dI AslI bxdI kImq nwloN 2-4000 v`D mMg irhw hY[ies ‘c ies fIlr nUM Pwiedw vI bhuq sI pr aus nUM sVk ‘qy c`lx vwLy hor lokW dI sur`iKAw dI iblku`l koeI pRvwh nhIN sI[ nw hI aus nUM PYfrl Aqy sUbweI kwnUMnW dw iPkr sI[ ijs nwL vI qusIN ies qrHW dw sOdw krdy ho aus smyN pUrI qrHW swvDwn rho[ jy quhwnUM koeI S`k hY qW iksy pRoPYSnl qoN slwh lvo ikauN ik auh hI quhwnUM ieho ijhy mwVy sOdy qoN bcwA skdy hn ijs ‘c quhwnUM bwAd ‘c nukswn ho irhw hovy[ tr`ikMg ‘c G`t kMm kwrn BweIvwlI dw tu`txw Aqyy ibzns bMd hoxw hux Awm g`l hY[sWJ jW BweIvwlI tu`tx dw mu`K kwrn ieh hY ik ibzns ‘c BweIvwlI pwx qoN pihlW BweIvwl sbMDI pUrI jwxkwrI nhIN leI jWdI[ mYN bhuq vwr vyKdI hW ik ie`k BweIvwl koL pYsy vI izAwdw huMdy hn Aqy aus dw kRYift vI dUjy BweIvwl nwLoN vDIAw huMdw hY[jdoN aunHW dI BweIvwlI tu`tdI hY qW AwriQk qOr ‘qy sur`iKAq BweIvwl pYsy lYxw cwhuMdw hY jW auh dUjy nwn- kMtrIibaUitMg BweIvwl nUM rkm dyx qoN nWh kr idMdw hY[ SurU qoN BYVy krYift kwrn nwn kMtrIibaUitMg BweIvwl h`kdwr nhIN bxdw[auh ieh hI kih idMdw hY ik auh bwAd ‘c pYsy pw dyvygw pr auh ies qrHW kdy nhIN kr skdw[ jdoN qusIN BYVy BweIvwl nwL sWJ pw lYNdy ho qW bcx dw ie`k hI rwh hY ik aus nwloN v`K ho jwvo[ mMdvwVy ‘c Gwty ‘c vycx vwly sOdy ‘c vI auh ijs ny SurU ‘c ku`J vI nhIN pwieAw auh clwk quhwfy sKq imhnq nwl kmw ky pwey pYsy ‘coN Awpxw A`D lY jwvygw[ ies qrHW dy mMdvwVy ‘c loV ies g`l dI hY ik Awpxy Krc Gtwaux dw Xqn kIqw jwvy[qusIN jIvn dw AnMd qW mwx skdy ho March / April 2016
Pinching Pennies instead of giving a crooked partner half of your hard earned dollars later. It’s time to hunker down and cut back on spending in these tougher economic times. You can still enjoy life, but make sure you have the proper funds to do so. If you’re unsure, you may want to see a financial planner to re-evaluate your current financial plan and make appropriate adjustments. It’s important to save some money because if trucking gets even slower, you have something to fall back on and can still pay your bills with ease. Make well thought out and planned decisions and be wary of any calls you get from people asking to do business with you. In slow times, there is a lot of fraud and desperation. A cold call from someone asking for business that you don’t know, could be an indication that they are in need of money and will do anything to get it without regard to you. So be careful with any financial decision you make and deal with who you know and trust, and try to save those pennies until we hit with the next trucking boom, which is hopefully soon.
pr ieh zrUr vyKo ik ies leI quhwfy kol loVINdy PMf hn[ jy ies sbMDI quhwnUM XkIn nhIN qW qusIN mulWkx sbMDI iksy PweInYNSIAl plYnr nUM imlo Aqy Fu`kvIN plYn bxw ky shI qrqIb bxwE[ pYsw bcwauxw zrUrI hY ikauN ik jy tr`ikMg dw kMm hor hyTW v`l jwvygw qW qusIN Awpxy ib`l Awid dyx dy Xog qW rih skdy ho[bhuq soc smJ ky XojnwvW bxwE Aqy jy koeI quhwfy nwL BweIvwl bxnw cwhuMdw hY qW aus sbMDI pUrI jwxkwrI pRwpq kro[ jdoN mMdvwVw huMdw hY audoN Prwf krn vwly vI bhuq huMdy hn[ jy iksy Anjwx ivAkqI v`loN ies qrHW dy smyN ibzns sbMDI quhwnUM kwl Aw jWdI hY qW soc lYxw ik koeI ies qrHW dw nw hovy ijs nUM pYsy dI loV hY[ ijs nUM pYsy dI loV hY auh ku`J vI pRpMc rc skdw hY[ies leI jdoN vI koeI ivqI PYslw lYxw hY auh bhuq iDAwn nwL Aqy soc smJ ky lE[aus nwl hI lYx dyx kro ijs nUM qusIN jwxdy ho Aqy ijs ‘qy qusIN XkIn krdy ho[ ieh vI Xwd r`Kxw ik tr`ikMg dy kMm ‘c auCwl Awaux q`k pYsw bcw ky r`Ko[
VersaCold acquires Gary Heer Transport
ersaCold Logistic Services announced its acquisition of the assets of cross-border carrier Gary Heer Transport. The move marks VersaCold’s entry into the US cross-border transportation segment. The company will launch its new subsidiary VersaCold North America Transportation Solutions (VNATS) in the first quarter of 2016. Gary Heer Transport provides crossborder refrigerated trucking between Western Canada and the US. “This acquisition marks an exciting time of growth and service expansion at our company,” said Douglas Harrison, president and CEO of VersaCold. “By offering crossborder transportation services through VNATS, we continue to live our vision of being our customer’s most trusted and reliable long-term partner by providing new and innovative solutions and services that enable them to achieve great business success.” “We are proud to join VersaCold and to be a part of a team that is not only the leader in its space, but the fastest growing,” added Gary Heer, president of Gary Heer Transport. “We are excited to combine our decades of experience and expertise to provide exceptional cross-border transportation services to customers across North America.” March / April 2016
Heavy Highway Vehicle Use Tax (HVUT)
Heavy Highway Vehicle Use Tax (HVUT) NSC Compliance Services
hYvI hweIvyA vhIkl XUz tYks What is the Heavy Highway Vehicle Use Tax (HVUT)? The Heavy highway Vehicle Use Tax is a fee assessed annually on heavy vehicles operating on public highways in the United States at registered gross weights equal to or exceeding 55,000 pounds. How do you file to pay for the HVUT? You must complete the Form 2290 with all the required information and submit it along with the payment to the Internal Revenue Service (IRS) before the deadline. Do you have to file the Form 2290? You must file Form 2290 and Schedule 1 if you have a registered taxable highway motor vehicle with a taxable gross weight of 55,000 pounds or more. The tax has to be paid by the person in whose name the highway motor vehicle is registered under the law of the state or province. Do I need to register to complete the Form 2290? You must be registered with the IRS and have an Employer Identification Number (EIN) to complete the Form 2290. When do you have to file the Form 2290? The Form 2290 must be filed for the month the taxable vehicle is first used on public highways during the current period. The current period began on July 1, 2013, and will end on June 30, 2014. The form has to be filed by the last day of the month following the month of the first use. Are there any vehicles that are exempt from the HVUT? Below is a list of the vehicles that are exempt from the HVUT: • Commercial vehicles that are travelling less than 5,000 miles in a year • Vehicles that are not considered highway motor vehicles such as mobile machinery for non-transportation functions, vehicles 22
kI hY hYvI hweIvyA vhIkl XUz tYks (hYc vI XU tI)? hYvI hweIvyA vhIkl XUz tYks ie`k auh slwnw inrDwrq kIqI geI PIs hY ijhVI aunHW hYvI vhIklW ‘qy lweI jWdI hY ijhVIAW ik AmrIkw ‘c 55,000 pONf ku`l Bwr jW ies qoN v`D Bwr leI rijstrf hn[ qusIN hYc vI XU tI dyx leI iks qrHW kwgz Brogy? swrI loVINdI jwxkwrI smyq quhwnUM Pwrm 2290 Brnw pvygw Aqy ies nUM id`qI hoeI qwrIK Kqm hox qoN pihlW mMgI geI PIs nwl ieMtrnl rYvinaU srivs ( AweI Awr AY`s) nUM Byjxw pvygw[ kI qhwnUM Pwrm 2290 Brnw zrUrI hY? jy qusIN 55,000 pONf Bwr jW ies qoN v`D Bwr vwLI tYksybl hweIvyA motr vhIkl rijstrf krvweI hoeI hY qW quhwnUM Pwrm 2290 Aqy skYjUAl 1 dwKl krnw hI pYxw hY[ styt jW sUby dy kwnUMn ADIn ijs ivAkqI dy nWA hyTW vhIkl drj hY aus v`loN ieh tYks Brnw hI pvygw[ kI mYnUM 2290 Pwrm Brn leI rijstrf hoxw zrUrI hY? quhwnUM AweI Awr AYs nwl rijstrf hoxw zrUrI hY Aqy Pwrm 2290 pUrw krn leI quhwfy kol AYNplwier AweIfYNtIiPkySn nMbr hoxw cwhidw hY[ quhwnUM 2290 Pwrm kdoN PweIl krnw cwhIdw hY? Pwrm 2290 audoN aus mhIny leI Brnw cwhIdw hY jdoN pihlI vwr tYks dyx vwLI vhIkl mOjUdw smyN dOrwn pbilk hweIvyA ‘qy AweI[ mOjUdw smW pihlI julweI 2013 qoN SurU hoieAw hY Aqy ieh 30 jUn 2014 nUM Kqm hovygw[pihlI vwr vrqy gey mhIny qoN pihlW Kqm hox vwly mhIny dy AwKrI idn q`k ieh Pwrm Brnw cwhIdw hY[ kI koeI Aijhy vhIkl vI hn ijnHW nUM AYc vI XU tI qoN Cot hY? AYc vI XUu tI qoN Cot imlx vwilAW vhIklW dI sUcI hyTW March / April 2016
March / April 2016
Heavy Highway Vehicle Use Tax (HVUT) specifically designed for off highway transportation • Agriculture vehicles that are travelling less than 7,500 miles in a year What is the tax amount for each truck? The tax is based on the taxable gross weight in pounds. The tax ranges from $100 per year for a vehicle that has a weight of 55,000 pounds plus $22 for each 1,000 pounds in excess of 55,000 pounds up to a maximum of $550 for a vehicle that weighs over 75,000 pounds. Can you request an extension of time to file and pay? An extension of time to file can be requested before the due date of the return. A written request has to be sent to the IRS explaining in detail the cause of the delay. An extension of time to pay the tax would have to be requested separately if the payment is not made before the deadline. Are there any penalties for being non-compliant? Yes, there are penalties for not complying with the HVUT requirements. The penalty for not filing the Form 2290 by the deadline is equal to 4.5 percent of the total tax due assessed on a monthly basis up to five months. If you do not make the HVUT payment on time, there is an additional penalty of 0.5 percent of total tax due. Additional interest charges of 0.54 percent per month are also accrued. In addition to these federal monetary penalties, your local state will suspend the registration of your vehicles if you do not provide proof of HVUT payment. Is there a situation when you can you claim a credit? Yes, you can claim a credit for tax paid on a vehicle if it was sold, destroyed, transferred or stolen and you have no intent to use the vehicle during the left over tax period. Supporting documents will be required when you file a claim with the name to whom and when you sold the vehicle. You can also claim a credit if the vehicle was used 5,000 miles or less (7,500 miles or less for agricultural vehicles). Where can I get more information and assistance with filing the Form 2290? You can call us at our toll free number at 1-800-965-9839 if you haven’t filed the Form 2290 and want more information or if you need assistance in filing the form.
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Pure Power Technologies changes hands
ure Power Technologies (PPT) announced it has been acquired from Navistar by an investment team whose principals include the Smithfield Group and Kensington Capital Partners. As a result, PPT immediately becomes an aftermarket independent supplier of diesel fuel-injection systems and precision machining products and systems for medium- and heavy-duty truck applications. “Pure Power Technologies’ independence provides us with a tremendous opportunity for product diversity and growth,” said Jerry Sweetland, president and CEO. “We are now well positioned to bring our world-class diesel technologies, precision manufacturing and testing capabilities to new market segments and customers that complement our core business with related products and solutions.” The company also announced that Navistar will continue to be a major customer, as PPT will be the truck company’s primary supplier of high-performance diesel fuel-injection systems through a 10-year supply agreement for exclusive supply of its existing product portfolio. “We view this agreement as a win-win for Navistar and Pure Power Technologies and its hard-working, dedicated workforce,” said Scott Mackie, Navistar vice president, business development.
“Our supply agreement with Pure Power Technologies will help us continue to deliver high levels of quality and uptime to customers, while providing PPT the opportunity to grow and expand as a standalone, independent company.” “The Smithfield Group and Kensington Capital Partners are committed to empowering Pure Power Technologies to continue to deliver capabilities and highperformance solutions that drive short- and long-term growth,” said Justin Mirro, president, Kensington Capital Partners. “Our investment team has decades of experience providing strategic and capital advisory services to suppliers in the automotive space and will leverage our collective expertise to help Pure Power Technologies achieve further market leadership.” “Smithfield is delighted to lead the acquisition of Pure Power Technologies in partnership with management, Kensington Capital Partners and our fellow investors,” said John Arney, CEO, Smithfield Group. “Deployed in combination with the company’s excellent leadership team and highly skilled workforce, the capital and decades of operational and industry expertise Smithfield brings will enable Pure Power Technologies to grow and thrive as a leading independent business.”
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Bridgestone introduces latest steer tire
ridgestone Americas introduced its latest tire innovation, the Bridgestone R283A™ Ecopia™ steer tire. Engineered to deliver best-in-class performance for commercial trucking fleets, the R283A Ecopia tire offers premium performance for long- and regional-haul service. The steer tire features advanced Bridgestone technologies to offer a superior combination of wear life and fuel efficiency – benefits Ecopia tires are known for across the industry. These benefits work together to deliver cost savings and positively impact the bottom line of fleets. “Bridgestone engineered the R283A Ecopia steer tire to deliver the best combination of wear performance and fuel savings,” said Matt Loos, Director of Truck & Bus Marketing, Bridgestone Commercial. “Sophisticated fleets today measure tire performance based on the total life cycle. The R283A Ecopia tire is an innovative solution that will help them maximize every mile.” The R283A Ecopia steer tire features several performance enhancements over its predecessor, the R283 Ecopia, designed to deliver 21 percent longer wear life and a three percent better rolling resistance. These performance gains are achieved through: IntelliShape™ sidewall design utilizes less bead filler volume, reducing tire weight and minimizing rolling resistance for enhanced fuel efficiency. IntelliShape requires fewer renewable resources without compromising casing durability and retreadability. An innovative tread compound that works with Bridgestone’s patented NanoPro-Tech™ polymer technology which limits energy loss and contributes to longer wear life, benefiting fleet
owners by extending the life of the tire. A lower cap/base junction delays exposure to the base compound, reducing the occurrence of irregular wear and allowing tires to travel further between retreading and replacement. The R283A Ecopia includes other casing features such as Bridgestone’s proprietary shoulder design that optimizes the footprint for long, even wear, and Fuel Saver Sidewall to reduce heat generation and energy loss. With this tire, Bridgestone is providing efficient solutions for fleet owners focused on their bottom line. In addition to casing advancements, other R283A Ecopia tire features and benefits include: • Four rib design: enhances tread stiffness for improved fuel economy. • Optimized tread depth and width: maximizes tread volume for long original life and lower treadwear cost per mile. • Defensive Side Groove™: minimizes shoulder edge wear for long original life. • Equalizer Rib™: absorbs irregular wear, promoting uniform rib wear and higher removal mileage. • Stress relief sipes: fight irregular wear on main ribs by absorbing rib edge stresses in the footprint for long, even wear. The R283A Ecopia steer tire from Bridgestone is EPA SmartWay® Verified and California Air Resources Board (CARB) compliant. The tire is available now in the U.S. and Canada in sizes 295/75R22.5 and 11R24.5 and will be available in 285/75R24.5 and 11R22.5 sizes by April. To learn more, visit www.ecopiatrucktires.com.
TSE Brakes introduces new visual brake stroke indicator
SE Brakes is introducing the TSE Visi-Chek visual brake stroke indicator. “Now it is easy to see if your vehicle brake stroke is in compliance,” the company said. “A simple green is good, red means further inspection is required!” “This amazing new product allows anyone, from drivers to maintenance people, to check brake stroke simply by looking to see if the indicator shows green. It is very easy to install. It just snaps in place,” remarked Ian Shackleton, director, North American OEM Sales and Marketing. “Now you can detect improper brake strokes before a random DOT inspection,” Shackleton continued. 26
Five part numbers handle the majority of TSE Brakes applications. Each package contains two units to handle one axle, an instruction sticker to place on the vehicle, and simple installation instructions. Bulk packaging is also available. Product will be available
throughout the TSE Brakes extensive OEM and aftermarket dealer network. March / April 2016
TruStar Energy increases availability of CNG
ruStar Energy announced it completed 41 stations for public and private use in 2015, almost doubling the number of CNG stations from 2014, and bringing total completed stations by TruStar Energy to 120. This was accomplished during this period of unusually low oil prices. “The demand for public and private CNG-fuelling stations by fleet owners and operators across the U.S. is continuing to increase because the lower carbon fuel delivers more stable pricing, is a cleaner fuel than diesel and can still provide an attractive ROI for certain applications,” according to TruStar. “Lack of a U.S.-wide CNG fuelling infrastructure remains a challenge to wider adoption of CNG in the trucking industry.” “Despite the low price of oil, the transition to CNG still makes environmental and financial sense for many fleet owners,” said Adam Comora, president. “We are seeing strong demand for CNG fuelled vehicles and fuelling stations in the refuse industry because of the financial benefits and by municipalities where sustainability is of paramount importance. With the right application, larger corporations that
operate their own fleets are beginning to shift to CNG because the economics can still be supported and the abundant, domestically produced fuel shields them from the volatility of diesel prices.” “With decades of experience in trucking and fuelling, the
company’s professionals are experts at designing and building CNG fuelling stations that are ready on time, on budget and are swiftly profitable for their owners,” said Scott Edelbach, general manager.
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March / April 2016
March / April 2016
58,500 Bridges is US are structurally deficient, report
here’s good news and bad news to report about the condition of America’s bridges. The good news is there were 2,574 fewer structurally deficient bridges in 2015 compared to the number in 2014. The bad news is there are still 58,500 on the structurally deficient list, and at the current pace of bridge investment, it would take at least 21 years before they were all replaced or upgraded. Those are among the key findings in a new analysis of the United States Department of Transportation’s recently-released 2015 “National Bridge Inventory” database. The American Road & Transportation Builders Association, which conducts an annual review of state bridge data collected by the federal agency, notes that if placed end-to-end, the deck surface of the nation’s structurally deficient bridges would stretch from New York City to Miami (1,340 miles). About 9.5 percent of the nation’s approximately 610,000 bridges are classified as structurally deficient, ARTBA found, but cars, trucks, school buses and emergency vehicles cross these deficient structures nearly 204 million times a day.
To help ensure public safety, bridge decks and support structures are regularly inspected by the state transportation departments for deterioration and remedial action. They are rated on a scale of zero to nine with nine meaning the bridge is in “excellent” condition. A bridge is classified as structurally deficient and in need of repair if its overall rating is four or below. Unfortunately, the funding made available to state and local transportation departments for bridge work is not keeping pace with needs. While these bridges may not be imminently unsafe, the purpose of the report, the association said, is to help educate the public and policymakers that they have structural deficiencies that need repair. Almost all of the 250 most heavily crossed structurally deficient bridges are on urban highways, particularly in California. Nearly 85 percent were built before 1970. Iowa (5,025), Pennsylvania (4,783), Oklahoma (3,776), 30
Missouri (3,222), Nebraska (2,474), Kansas (2,303), Illinois (2,244), Mississippi (2,184), North Carolina (2,085) and California (2,009) have the highest number of structurally deficient bridges, the analysis found. The District of Columbia (10), Nevada (35), Delaware (48), Hawaii (60) and Utah (95) have the fewest. At least 15 percent of the bridges in eight states — Rhode Island (23 percent), Pennsylvania (21 percent), Iowa (21 percent), South Dakota (20 percent), Oklahoma (16 percent), Nebraska (16 percent), North Dakota (16 percent) and West Virginia (15 percent) — fall in the structurally deficient category.
“Every year we have new bridges move on the list as structures deteriorate, or move off the list as improvements are made,” says Dr. Alison Premo Black, ARTBA’s chief economist, who conducted the analysis. In the 2015 report, there were 4,625 structurally deficient bridges that were not so classified in 2014, she says. On the positive side, about 7,200 bridges classified as structurally deficient in 2014 were repaired, replaced, rebuilt or removed from the 2015 inventory. The net effect, Black says, is a slow national reduction in the overall number of structurally deficient structures. Black notes the recently-enacted five-year federal highway and transit law provides a modest but insufficient increase in funding for bridge repairs. “The funding made available won’t come close to making an accelerated national bridge repair program possible,” she said. “It’s going to take major new investments by all levels of government to move toward eliminating the huge backlog of bridge work in the United States.” State specific bridge information from the analysis, including rankings and the locations of the 250 most heavily traveled structurally deficient bridges in the nation and top 25 most heavily travelled in each state, is available at www.artbabridgereport.org. March / April 2016
March / April 2016
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Wabash introduces new rear impact guard design
abash National Corporation (NYSE: WNC) today announced it will introduce a new rear impact guard design option for its 53-foot dry van trailers at the American Trucking Associations’ (ATA) Technology and Maintenance Council (TMC) annual meeting in Nashville, Tennessee. The RIG-16 Rear Underride Guard System is engineered to prevent underride in multiple offset, or overlap, impact scenarios. “Safety is our number one value and priority, and we have a responsibility to our customers and the motoring public to continue to advance our trailer designs to new levels of performance,” said Dick Giromini, president and chief executive officer. “We have been building our rear impact guards to exceed U.S. and Canadian standards since 2007, but we haven’t stopped there. For the past three years, we have spent considerable time, money and facility resources in R&D specifically focused on enhancing rear impact guard performance. As part of these efforts, we also consulted and worked with some of the premiere testing facilities in the country, and engaged in numerous crash tests, before releasing the RIG-16 Rear Underride Guard System. ” The new rear impact guard is constructed of advanced highstrength steel. Its patent-pending design features two additional vertical posts and a longer, reinforced bumper tube, all of which are engineered to work together to absorb energy better and deflect rear impact at any point along the bumper. In addition, the new guard is fully galvanized to resist corrosion. “Nothing is more important than safety, and I know our customers agree. After years of rigorous testing of various guard designs, we’re confident this new option will satisfy customers as just one of several ways we’re addressing road safety performance” states Brent Yeagy, Group President, Commercial Trailer Products. J.B. Hunt Transport Services, Inc., one of the largest transportation logistics companies in North America, recently ordered 4,000 Wabash National DuraPlate® dry van trailers with the new rear impact guard. Production of the new J.B. Hunt units began in January. “At J.B. Hunt, we value safety above all else,” said John Roberts, president and chief executive officer, J.B. Hunt Transport, Inc. “We applaud Wabash National’s leadership and advancements in rear impact protection, and we’re proud to be the first fleet to specify the new rear impact guard design.”
Wabash National’s new rear impact guard is in a limited production phase currently and will ramp up during the next 18 months. “Our work on the rear impact guard, and trailer performance in general, isn’t finished,” added Giromini. “Innovation is ongoing at Wabash National. We’re continually looking at ways to optimize total performance through engineering and the use of advanced materials in ways that make sense for our customers.” “We believe strongly in safety leadership at Wabash National, and this is our latest contribution to industry innovations designed to
address road safety,” Yeagy said. “But, while this rear impact guard demonstrates our commitment to impact protection, we believe collision avoidance is just as important.” Wabash National was the first trailer manufacturer to design its own stop light system to enhance collision avoidance. The ID/ Auxiliary stop light system, which works similarly to the auxiliary stop light system seen in vans and SUVs, includes rear ID lights at the top of the trailer that increase in brightness when the brakes are applied, giving motorists better visibility to truck/trailer braking. For more information about Wabash National’s new rear impact guard, please visit Wabash-Trailers.com or contact Sean Kenney, vice president of sales, Commercial Trailer Products, at 765-7715300.
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USDOT announces Fiscal 2017 Budget
nited States Transportation Secretary Anthony Foxx announced President Obama’s $98.1 billion Fiscal Year 2017 Budget for the U.S. Department of Transportation. The budget reflects Secretary Foxx’s 30-year vision for the department to take the United States “Beyond Traffic” toward
a transportation network that matches the changing geography of where people live and work; fosters innovation and adapts to evolving technology; and providers cleaner options and access to
opportunity for people and communities across America. Beyond Traffic demonstrated that the population of the United States is expected to grow by 70 million over the next three decades, creating pressures that cut across modes and infrastructure: roads, rails, airspace, ports and pipelines. “Meeting future challenges will require a long-term vision for the transportation sector that includes more and cleaner options and expands those options to communities across the country,” said Foxx. “This budget brings us closer to that vision.” The budget addresses the department’s top priority, safety, with high impact investments in the safe integration of emerging technologies, such as autonomous vehicles and unmanned aircraft systems, which have the potential to transform transportation systems, save lives and reduce carbon emissions. Importantly, the budget charts a path toward fundamental changes in the way the government balances and integrates surface transportation options. Some key investment areas with the potential to impact trucking include: $20 billion per year in new investments to reduce greenhouse gas emissions, including funding for the TIGER grant program; $44 billion for highways and bridges; $730 million for research by the National Highway Traffic safety Administration; $640 million for Federal Motor Carrier Administration operations; $3.9 billion over 10 years for development of connected and autonomous vehicles; and $275 million for the Transportation Infrastructure Finance and Innovation Act.
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Surviving Major Accidents
Surviving Major Accidents
Be Prepared... the meaning of the motto is that a scout must prepare himself by previous thinking out and practicing how to act on any accident or emergency so that he is never taken by surprise. - Robert Baden-Powell
v`fIAW durGtnwvW qoN bcxw
iqAwr rho... ies mOto dw ArQ ieh hY ik ie`k skwaUt nUM pihlW v`lNo socy Anuswr Awpxy Awp nUM vwprn vwlI iksI durGtnw Aqy iksy Awey sMkt nwL nij`Tx leI ikvyN iqAwr rihxw cwhIdw hY, ieh nw hovy ik ies nUM vyK ky auh h`kw b`kw rih jwvy[ - rObrt byfn-pOvl Y
n the event of a Major accident, as long as the ij`QoN q`k v`fy AYksIfYNt dI g`l hY, auh frweIvr ijnHW ny sIt bYlt driver is wearing a seatbelt, the driver’s injuries lweI hoeI hY nUM bhuq G`t s`t cot lgdI hY[frweIvr dw kMpwrtmYNt ies are often minor. The driver compartment of the Anuswr bxwieAw huMdw hY ij`Qy bwhrlI qwkq dw bhuq G`t Asr pYNdw tractor is designed to move energy forces around hY[ies qrHW bhuqy gMBIr hwlqW iv`c vI frweIvr dI sur`iKAw bxI rihMdI the driver and protect in the case of all but the hY[pr frweIvr nuM AYksIfYNt hox qoN bwAd ies QW qoN bwhr jwxw pYNdw most traumatic of accidents. However, after the accident hY[ the driver has to leave this protective bubble. keI vwr ies qrHW dIAW durGtnwvW smyN frweIvrW nUM AwpxI sIt The drivers, while dealing with shock of the bYlt k`txI vI pYNdI hY, ivMfo qoVnI pY skdI hY, tu`ty hoey SISy accident may have to, cut their seatbelt, break iv`cdIN qurn qoN ibnw rING ky vI bwhr jwxw pY skdw hY, au`cy QW a window, walk or crawl through broken glass, qoN ku`dxw pY skdw hY, au`cI QW ‘qy cVHnw pY skdw hY Aqy bhuq BYVy escape from a fire, jump from a height, scale mOsm ‘c rihxw pY skdw hY[ieh vI ho skdw hY ik ies qrHW dy an embankment and survive extreme weather AYksIfYNt smyN koeI jW ies qrHW dIAW swrIAW rukwvtW jW vhIkl exposure. Any or all of these hazards may injure dy AYksIfYNt smyN vhIkl dw nukswn qW nw hovy pr frweIvr the driver more than the original vehicle accident zKmI ho jwvy[myry qjrby Anuswr ies qrHW bhuq vwrI huMdw hY[ did. And in my experience it does. ijs qrHW fu`b rhy jhwz nUM KwlI krwaux leI jhwz dy kYptn Further, in the same way a ship captain is qoN Aws kIqI jWdI hY ies qrHW hI vhIkl dw AYksIfYNt hox - Ken Davey expected to run the evacuation of a sinking vessel, smyN vhIkl, l`dy hoey smwn Aqy aus jgHw dw izMmw vI frweIvr the driver is the one in control of the vehicle, dw hI huMdw hY[ ies qrHW dy mOky ‘qy frweIvr dw mu`K mksd ieh cargo and accident scene. The primary role of the driver huMdw hY ik auh aus QW ‘qy iksy hor nUM s`t cot l`gx qoN bcwvy[ jy tr`k at that point is to keep anyone else from getting hurt. If ‘qy hYzwrfs kwrgo (zoKm vwlw smwn) hovy qW frweIvr nUM G`t qoN G`t at all able, especially in the event of a hazardous cargo, aus smyN q`k sur`iKAw dy swry loVINdy pRbMD krny cwhIdy hn, ijMny smyN q`k the driver must put in place safety measures, at least until mdd krn vwLw pihlw Amlw nhIN phuMcdw[ ies dw Bwv hY ik pihly first responders arrive. That means summoning first rYspONfrW nUM sUcnw dyxI, hor frweIvrW nUM swvDwn krn leI rIPlYktr responders, setting reflectors or flairs to warn other drivers, jW PlyAr lwxy, CotI motI l`gI A`g nUM buJwauxw, au`Qy phuMcx vwLy pihly fighting small fires, having hazardous cargo paperwork Amly leI hYzwrfrs smwn sbMDI kwgz p`qr sONpxw Aqy ijMnw sMBv ho available for first responders, and assisting others when sky horW dI mdd krnw[auh frweIvr ijhVw ies hwdsy ‘c zKmI ho possible. This is a demanding task for an uninjured driver igAw hY aus qoN qW nhIN pr ijs dy s`t cot nhIN l`gI aus qoN au`pr d`sI and can be made impossible for an injured one. Aws r`KI jw skdI hY[ Consequently the driver, driving in the climatically keI vwr jdoN bwhrly mOsm qoN bcx vwlI QW ‘qy bYTw frweIvr tr`k controlled protective capsule of the tractor is often not clw irhw huMdw hY Aqy aus nMU bwhr inklxw pYNdw hY qW ies smyN aus nUM prepared to be forcibly ejected into the elements, yet Awp hI socxw pYNdw hY ik kI kIqw jwvy[ hyTW ku`J ^ws g`lW hn ijnHW alone into the role of accident site manager. Here are ‘qy Aml krky frweIvr iksy iBAwnk hwdsw vwprn smyN leI iqAwrI 34
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Surviving Major Accidents some specific recommendation that that will prepare drivers in the event of a major accident. 1. Wear clothing that protects. A best practice would have a driver in steel toed boots with puncture resistant soles on all the time. If you really can’t find ones that are comfortable, then try cowboy boots or ankle boots
that will support and protect you foot and lower leg. Runners, sandals and bare feet will not protect you after an accident. 2. Wear clothing that can be seen in the roadway. A best practice would be to have hi-vis clothing or vest on all the time. Often driving down the road, I see oncoming truck drivers with their hi-vis vest hanging beside him. I often wonder why- is it uncomfortable? Who knows? If you can’t wear your vest all the time, the next best is to strap a flashlight and or personal reflector on your belt. Be sure you are not blending in. Black clothes may not show the dirt, but they keep you from being seen at night. Camouflage print clothing may be fashionable, but “blending in” is not the strategy that will keep you alive as a pedestrian on a highway. 3. Dress for the outside conditions, not the inside of the truck. Simply ask yourself the question, if I was outside right now, could I survive an hour in what I am wearing. If the answer is no, consider changing what you wear when you drive. A cold climate driver can wear their coat unzipped, turn down the truck heat, and have gloves and a hat in a pocket. Best practices would have you survive an hour, unaided outside the truck on a major highway. Remote locations require stronger measures. 4. Wear a belt and keep your cell phone attached to it-even when charging. Sweat pants may be comfortable to drive in but they are not protective or solid enough for safety. Best practices dictate the driver’s cell should be in a holster, attached securely to the drivers belt-even when charging. In the event of an accident the cell will unplug from the dash but stay in the holster where you can reach it. Whether the driver is trapped in the wreck, or thrown clear, the cell may make the difference between life and death. The cell phone is critical for summoning help. Even in areas with very little signal coverage a text message can be sent and received. Sometimes cell coverage can be obtained by climbing a hill or a tree. 36
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Surviving Major Accidents 5. Have a seatbelt cutter and window breaker on your person. Best practices have the driver carry in pocket or on belt a multifunction tool capable of cutting the seatbelt webbing and breaking a window. Next best is a cab mounted (within reach of the seated driver) hammer cutter. Unfortunately in a major accident the tool may break free of the mount and fall out of reach of the driver. A major accident is a very emotional situation. Even seeing that someone else has had an accident inspires us to stop and help. The last thing you want to do is create more work for the first responders by becoming injured yourself. Remember that, even when helping you need to keep safe. Remember to wear your hi-vis vest. I know drivers that have been injured helping another at an accident scene. The worse case involved a guy actually being run over. There is a chance that if he had been wearing his vest, he may not have been. No one wants to have an accident but when one happens it happens so quickly that you won’t have time to react. Taking some safety measures are easy and can prepare you to be the leader at the accident scene instead of the victim.
Southeastern Freight Lines improves service into Canada
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outheastern Freight Lines is enhancing its service into Canada, with the addition of door-to-door cross-border delivery service between Canada and the US. The company says it has a Canadian team based in Toronto, which will streamline operations to service customers between its direct US service area and all points in Canada. “The new and improved Canada cross-border service is a natural extension of Southeastern’s U.S. brand, focused on bringing the same quality without question service in the states to our Canadian customers,” said Bob Bullock, vice-president of international for Southeastern Freight Lines. “After extending services into Kentucky and Ohio in 2015, the Canadian service enhancement comes at a natural time of growth for the company. We look forward to providing quality transportation services with streamlined efficiencies into and out of Canada.” March / April 2016
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Trailer Sales Slump in January
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TR reports United States trailer net orders for January at 17,900 units, a 30 percent decline from December and 37 percent below a year ago. In spite of orders being under 20,000 units, they met FTR expectations for a fall off in activity after four consecutive months of strong trailer orders. Much of the decline was due to dry van orders being the lowest they have been since May 2015, along with weak flatbed orders for the month. Refrigerated van orders were at a reasonable level for January, up 33 percent from December. Conversely to orders, overall trailer build was up for January, albeit marginally at a 3 percent increase, and impacted, primarily by an improvement in dry van production with some added numbers for flatbed trailers as well. Most other trailer segments showed weaker month-to-month production. The tank trailer segment remains weak with dump trailers remaining at a steady level. “Normally this would be a poor order month for January, but these are far from normal circumstances,” said Don Ake, FTR vice president of commercial vehicles. “Orders averaged over 33,000 for the previous four months, so a pullback of this magnitude was totally expected. Most large fleets have their orders in for the first half of the year; there are not many open build slots left. “Backlogs for vans are very robust, so, even if there are several weak order months, production should hold steady during the first half of 2016. Production this January was the same as January 2015. However, last year the market was on the upswing, and this year it is cooling off somewhat. Trailer production is expected to outpace truck production for the next several months.” The full trailer data is available as part of FTR’s North American Truck & Trailer Outlook service.
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CVSA tells FMCSA “too many exemptions”
he Commercial Vehicle Safety Alliance sent a letter to the Federal Motor Carrier Safety Administration expressing concern over the number of regulatory exemptions the agency has granted over the past year. The organization argued that inspectors face a growing burden in keeping track of exemptions and how and when they are applied. Moreover, training agencies are required to making sure inspectors are up-to-date with new exemptions, increasing the costs of training and time inspectors are taken away from their duties. “It is believed that with the allowance of such a large number of exemptions, the likelihood of achieving a level of safety equivalent to, or greater than, the level that is expected by the current regulation is in jeopardy,” reads the letter, signed by CVSA Executive Director Collin B. Mooney. “With so many exemptions, beyond those within the Federal Motor Carrier Safety Regulations, it is possible that roadside inspectors will no longer accurately enforce the regulations or may stop enforcing certain regulations all together.” CVSA suggests that state and local enforcement agencies be included in new rule-making and exemption decisions because those entities perform most roadside inspections. The alliance also encouraged FMCSA to reduce the total number of exemptions it grants. “While CVSA does not object to these exemptions on an individual basis, exemptions complicate the enforcement process, causing confusion and inconsistency in enforcement,” says the letter, “which undermines the very foundation of the federal commercial motor vehicle enforcement program: uniformity.”
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ridgestone Americas Tire Operations will be recalling nearly 36,000 trailer tires, according to National Highway Traffic Safety Administration documents. Potential tread separation is the root cause of the recall. More specifically, certain Firestone FS561 replacement tires used on trailers, size 255/70R22.5 that were manufactured from Jan. 25, 2015, to Jan. 27, 2016, are affected. Tires subjected to the recall may experience possible tread separation or detachment due to scrubbing during use. Bridgestone will notify owners affected by the recall that dealers will replace the tires for free. Notification schedule is still pending. For more information, contact Bridgestone at 800-847-3272.
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AmeriPride Services to purchase Zero-emission step vans
meriPride Services announced plans to replace 20% of the fleet at its Vernon branch with electric delivery trucks equipped with Motiv Power Systems All-Electric Powertrains. Motiv has delivered the first of 10 zero-emission step vans. “AmeriPride is committed to the environment and the communities where we live and work,” said Bill Evans, president and CEO of AmeriPride. “As one of the biggest operators in our industry, we are setting the standard for clean operations and continue to make improvements to our delivery operations and invest resources to test and help advance new green technologies.” The company’s new delivery vehicles feature up to 20% gradeability, 80 miles of range and a 50% battery charge time of 2.5 hours. Installed by Morgan Olson on a Ford F59 Chassis, the walk-in step vans are the first Motiv-powered vehicles installed on a previously-used body, according to the company. “The F59 chassis from Ford is incredibly versatile and we’re excited to demonstrate an all-electric option with these AmeriPride trucks,” said Jim Castelaz, founder and CEO of Motiv Power Systems. “It provides a good example to the regional delivery services community that there are real things a company can do to improve regional air quality and reduce fuel costs.” In addition to the F59 chassis, Motiv has upfit packages available for the Ford E450 and Crane Carrier COE2 Class 8 chassis. Configurations include all the components required to transform a chassis to zero-emission all-electric drive and are professionally installed to OEM standards at the time of the vehicle’s manufacture. AmeriPride said it chose the Vernon market for this pilot based on route density and infrastructure, financial incentives and the region’s poor air quality. The purchase of the 10 all-electric walk-in vans was made possible through a grant from the California Energy Commission, the company added. “We are extremely excited to pilot the new electric delivery trucks at our facility,” said Annette Casemero, general manager of the Vernon branch. “Our first truck has been running daily routes since it was delivered in November and has been running great, with zero service incidents or calls needed. Adding electric vehicles to our fleet complements our expanding alternative fuel program and we look forward to adding additional electric vehicles to our fleet in the coming year.” Other initiatives the company said it is implementing at Vernon and other branches include propane, compressed natural gas and hybrid vehicles; trailer skirting and double-decker semitrailers; fuelefficient sedans for the service team and the installation of telematics technology and route optimization software to reduce mileage and increase efficiency. March / April 2016
Goodyear announces Highway Heros
he Goodyear Tire & Rubber Co. will announce the winner of the 33rd Goodyear Highway Hero Award Thursday, March 31, during the Mid-America Trucking Show in Louisville, Ky. Established in 1983, the Goodyear Highway Hero Award honours professional truck drivers who put themselves in harm’s way to help others. “The Goodyear Highway Hero Award is the oldest and most prestigious honour of its kind,” said Gary Medalis, marketing director, Goodyear. “Goodyear is proud to recognize truck drivers who risk their own well-being to save people from dangerous situations.” Finalists for the 33rd Goodyear Highway Hero Award include a driver who rescued a fellow trucker who had been ejected from his rig, a driver who used his truck to protect an injured police officer from oncoming traffic and a driver who pulled a motorist from a flame-engulfed car.
Here are this year’s Goodyear Highway Hero Award finalists and their remarkable stories: Mark Cavanagh, Hillsville, Va. Cavanagh was driving his truck through Pennsylvania when he saw another tractor-trailer drive off the road and roll down a hill. The truck’s driver was ejected from the rig and was hanging from its mirror bracket by a belt. Cavanagh stopped his truck, descended down the hill, cut the injured driver’s belt and pulled him away from the damaged truck. He then helped the driver back to the road. Dorian Cole, Los Angeles, Calif. Cole was driving through the Sylmar section of Los Angeles when he saw a Los Angeles Police Department motorcycle officer collide with another motorcyclist. The impact from the collision caused the officer to hit a concrete divider. To protect the injured officer from oncoming traffic, Cole positioned his tanker truck across several highway lanes. This also gave paramedics unimpeded access to the officer. Julian Kaczor, Utica, N.Y. Kaczor was driving through Jacksonville, Fla., when a car drove past him at a high rate of speed, nearly clipping his truck. The car crashed into a construction barrier and began to emit smoke. Kaczor ran to the car as it became engulfed in flames, which he tried to extinguish. As the fire intensified, he forced the car’s driver side door open, pulled the injured driver out of the vehicle, and dragged him to safety. Trucking industry journalists are now evaluating the above finalists and will select the Goodyear Highway Hero Award recipient. The finalist who is named the 33rd Goodyear Highway Hero will receive a special ring, a cash award and a congratulatory trophy. Each of the other finalists will receive a cash prize and other items. “We look forward to honoring our Goodyear Highway Hero Award finalists for their acts of bravery and naming this year’s Goodyear Highway Hero Award winner during MATS,” said Medalis. 42
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Hours of Service is all about safety
Hours of Service is all about safety insicq kMm dy GMty quhwfI sur`iKAw leI hI hn
ure, hours of service is all about safety and if you believe that I’ve got some swampland in Arizona I will happily sell -- again. Let’s examine hours of service. Back in the 1930s, when trucking was pretty much all unionized, some employers would push their drivers way beyond the capabilities of any human and when mishaps would befall the tired, worn out driver, it was all the drivers fault for going beyond his limitations. The unions saw an opportunity to bring the hours of service into line with the average working hours of workers in other industries and create a little better safety rating for truckers. The hours of service legislation was passed according to the needs of the drivers at the behest of the unions representing the drivers and at that point safety was the main concern. But what took place after the imposition of hours of service rules was what could be called the unintended consequences of legislation. The trucking companies were now compelled to work within the rules of the hours of service legislation. Basically, it put every trucking company on a level playing field but then the companies figured out how to control the employee driver using the hours of service legislation as a club instead of complying. They figured out how to make the rules work for them instead of creating a safer environment for both the truck driver and the motoring public with who those truckers interacted. Drivers were still being pushed to perform well beyond human capabilities and those that couldn’t perform up to company demands even though they were performing up to requirements so all that happened was another set of rules and regulations that were enforceable. Drivers 44
G. Ray Gompf
ieh p`kI g`l smJ lE ik insicq kMm dy GMty sur`iKAw leI hI huMdy hn[ AwE kMm dy GMitAW sbMDI jWc krIey[1930 ivAW ‘c jdoN tr`ikMg ieMfstrI ‘c XUnIAn nhIN sI huMdI audoN keI mwlk Awpxy fRweIvrW qoN ieMny GMty kMm lYNdy sn ijs dI Awm ienswn qoN Aws vI nhIN kIqI jw skdI[Aqy jy ikDry koeI durGtnw vwpr jWdI qw ksUr vI swrw ivcwry fRweIvr dw hI k`iFAw jWdw[ bwAd ‘c XUnIAnW ny tr`k fRweIvrW leI Awm vrkrW vrgy hI kMm dy GMitAW dI h`d ilAWdI qW ik fRweIvr dy Arwm nUM iDAwn ‘c r`Kx qoN ibnw vDyry sur`iKAw vI XkInI bxweI jw sky[ sur`iKAw dy mu`dy nUM iDAwn ‘c r`K ky insicq kMm dy GMitAW sbMDI, XUnIAnW dI mMg ‘qy kwnUMn bxwieAw igAw sI[pr ies sbMDI kwnUMn lwgU hox qoN bwAd jo vwpirAw aus nUM kwnUMn dy nw cwhux vwLy is`itAW dIAW g`lW ikhw jw skdw hY[ hux tr`k kMpnIAW dy fRweIvrW nUM mzbUrn kwnUMn Anuswr insicq kMm dy GMty kMm krnw pYNdw hY[ ies qrHW qW sB leI ie`ko ijhw hY[ pr kMpnIAW ny ieh vI FMg l`B ilAw ik ienHW inXmW dy lwgU hox qoN bwAd fRweIvr nUM kMtrol krnw hY[ pr ies ‘qy Aml krn dI QW ie`k fMfy vjoN vrqx leI rwh l`B ley gey hn[tr`k fRweIvr jW Awm pbilk dI sur`iKAw dI QW ies inXm nUM aunHW Awpxy Pwiedy leI vrqx dy rwh l`B ley hn[ Ajy vI fRweIvrW nUM aunHW dI ivq qoN v`D GMty kMm krn leI mzbUr kIqw jw irhw hY[ies qrHW ienHW inXmW nUM Awpxy hI FMg nwL bdl ilAw igAw hY[fRweIvrW nUM qW mzbUr kIqw jw irhw hY Aqy kMpnIAW smW Awaux ‘qy ieh kih idMdIAW hn ik swfw qW koeI ksUr hI nhIN Aqy jo vI kr irhw hY auh fRweIvr hI qW hY ikauN ik auh AwpxI mrzI nwl hI clw irhw hY[ hux ies qrW dy smyN nINd nw Awaux vwLIAW fr`gW, keI pRkwr dIAW lwg bu`kW: ieh sB Awm hI qW cldw hY[ jy fRweIvr ies qrHW dy kMm nhIN March / April 2016
Hours of Service is all about safety were the ones being “enforced” and the companies could easily plead innocence, that it was all the drivers fault and he was working beyond the rules of his own accord. The use of “stay awake” drugs; the use of multiple log books; all became the norm. If a driver didn’t submit to illegal practises they didn’t drive for many companies. Those truckers that insisted on “strictly legal” became the bad apples and were weeded out. So what started as a safety measure, made the whole system worse. Then insurance companies started to demand much better safety performance from carriers and safety records did improve but what then happened was that hours of service became the whipping boy and legislators saw it as an opportunity to make it look like they were actually doing something while doing absolutely nothing but exacerbating an already grim piece of legislation. Then in the 1960s the companies discovered another way to control drivers without the scrutiny of the unions. They invented the small business owner operator, who for all intents and purposes was 100% under the control of the company, but appeared to be at arms length. The reason the owner operator trucker came into being is so the company could avoid those empty unproductive miles and to placate insurance companies to lower their premiums. Now with someone at arms length, there was no need to pay for the owner operator’s time, they could just pay him based on the number of miles the load paid. No more costs for empty miles. The companies figured out how to pass off empty miles onto
krdw qW bhuqIAW kMpnIAW kMm nhIN idMdIAW[ijhVy fRweIvr pUrI qrHW inXmW Anuswr kMm krdy hn aunHW nUM qW lwg vwLI ibmwrI smiJAw jWdw hY jo horW nUM vI ies qrHW kwnUMnW dI pwlxw krn leI Awpxy mgr lw skdy hn[ies leI ienHW nUM nOkrI qoN k`Fxw hI TIk smiJAw jWdw hY[ies leI ijhVw kwnUMn sur`iKAw leI bxwieAw igAw sI aus kwrn hI swrw BYVw isstm bxn dw kwrn bx igAw[ ies nwL ieh vI hoieAw ik bImw kMpnIAW vI vDIAw kwrguzwrI mMg krn l`g peIAW[ ies qrHW sur`iKAw dw irkwrf qW suDirAw pr kMm dy GMty szw dyx dw swDn bx igAw[ ies nwL kwnMUn dy GwVy vI ieh smJx l`g pey ik lokW dIAW nzrW ‘c auh vI bhuq vDIAw kMm krdy nzr Awx l`g pey hn[ iPr 1960 ivAW ‘c tr`k kMpnIAW ny XUnIAnW dI skrUitnI qoN ibnw, fRweIvrW nUM kMtrol krn dw hor rwh l`B ilAw[aunHW ny smwl ibzns Enr Awprytr l`B ley[ieh pUry dy pUry kMpnI dy ADIn sn pr lgdy sn ik ienHW dI ku`J dUrI hY[ Enr Awprytr tr`k kMpnIAW dy Awx dw kwrn sI ik kMpnI KwLI jwx vwLy mIlW qoN bc sky Aqy ies qrHW bImw kMpnIAW nUM pRImIAm Gtwaux leI dbwA pw skx[ies leI ijs nUM QoVHw dUrI ‘qy r`Kxw hY aus leI Enr Awprytr dw tweIm dyx dI loV nhIN[ aunHW nUM qW auh Bwr iljwx vwLy mIlW leI pYsy dyxgy[ies leI ijhVy mIl auh KwlI c`ly aunHW dw aunHW nUM ku`J vI nhIN dyxw pvygw[kMpnIAW ny ieh vI lyKy joKy lw ley ik aunHW ny auh KwLI mIl ikvyN aus vrkr dy ih`sy pwauxy hn jo kyvl qy kyvl aunHW dy kMtrol ‘c sI[ies qrHW ieh QoVHI dUrI vwLw kMtrYktf sbMD idsdw hY[ ies qrHW smwl ibzns Enr Awprytr nUM Awpxw bImw dyx leI kih ky auh Awpxw pRImIAm Gtw lYNdy hn[ikMnw sOKw hY[quhwfy Bwr nUM Fox leI quhwQoN QoVHw ht ky koeI hor quhwfy
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March / April 2016
Hours of Service is all about safety a worker who was totally and completely under their control, yet looked like an arms length contracted relationship. Also, they could get their insurance premiums lowered by having the small business owner operator pay his own insurance premium. How convenient. Have somebody else pick up the major capital and operating costs of moving your freight, working for your company at arms length, and being able to blame the problems on the owner operator trucker. Sounds like a politician but it worked -- for quite sometime. So what happened was the company driver, paid by the hour, was not required for those empty miles and became utilized on the routes that generated strong revenue and the owner operator trucker was used on those routes that didn’t generate the revenues the company may have wanted. By the 1980s there were more small business owner operator truckers than company drivers and there was virtually no place for the unions. Currently, only about ten percent of the drivers in North America are unionized whereas in the 1930s about ten percent were not unionized. Unions today in the trucking industry have such a little impact it’s barely worth the effort. But now we have more and more restrictive hours where a driver or owner operator can be productive. Each and every trucker out there is being as productive as possible. Sure, the new entrants in the industry have to acclimatize themselves to the gruelling schedules and it takes sometime to become as efficient as possible and understand the rules well enough to ensure a driver can make the most out of the hours available. But it’s the shippers of the world that have little or no understanding of those available hours and consistently shippers are responsible for creating the inefficiencies in making the hours available less than 100% productive. Truckers want 100% efficiency and only on rare occasions can achieve 100% efficiency. But that’s not the direction of this piece. Back in the 1930s, every trucker was paid by the hour. If there were inefficiencies in the way the available hours were used, it fell on the trucking company to pay for the drivers time. Now, with truckers being paid by the mile, the available hours according to the hours of service legislation don’t take into account the clock never stops ticking. It doesn’t matter that traffic is overly heavy and slow. It doesn’t matter if a snow storm closes the road. It doesn’t matter when infrastructure fails and the road closes. It doesn’t matter that a trucker may have to go 300 miles out of his way to get around a situation. It’s all about keeping the costs down, accepting cheap freight 46
pRImIAm Aqy Krcy dy irhw hY[ieh hI nhIN swrIAW sm`isAwvW vI Enr Awprytr dy isr pweIAW jw skdIAW hn[lgdI qW ieh ie`k isAwsI Kyf hY- pr ieh ku`J smyN qoN c`l rhI hY[ so hoieAw ies qrHW ik kMpnI frweIvr nUM GMitAW Anuswr qnKwh id`qI geI[aus nUM aus rUt ‘qy nhIN ilAWdw igAw ij`Qy KwlI c`lxw sI Aqy auh KwlI mIl vwLw kMm smwl Enr Awprytr nUM dy id`qw igAw ij`Qy XUnIAnW dw koeI vwh vwsqw hI nhIN[ 1980 ivAW q`k smwl ibzns Enr Awprytr tr`k vwilAW dI kMpnI fRweIvrW nwLoN v`D igxqI huMdI sI[ies leI au`Qy XUnIAnW dw svwl hI nhIN sI[ au`qrI AmrIkw ‘c hux vI kyvl 10% hI XUnIAnW vwLy hn[ pr jy vyiKAw jwvy qW 1930 ivAW ‘c ieh igxqI nwn XUnIAnW vwiLAW dI huMdI sI[hux ies ieMfstrI ‘c XUnIAn bhuq pRBwvI nhIN[ pr hux bMdS vwLy GMty hox kwrn ie`k fRweIvr jW Enr Awprytr PwiedymMd kMm kr skdw hY[ ies ieMfstrI ‘c Awx vwLy nvyN fRweIvrW nUM smW swrxI Anuswr c`lx dy AwdI hoxw pvygw[ pr ies nUM ku`J smW lgdw hY Aqy bwAd ‘c fRweIvr inXmW nUM smJ ky Aqy ies dw AwdI hoo ky lwB auTw skdw hY[ pr ieh sMswr Br dy iS`pr hI hn ijnHW nUM imlx vwLy ienW GMitAW dw igAwn nhIN hY[ ies leI ienHW kwrnW krky hI ienHW GMitAW dw pUrw Pwiedw nhIN auTwieAw jw skdw[ tr`kW vwLy 100% Xogqw cwhuMdy hn pr ieh pUrI iksy smyN hI imldI hY[ pr ies lyK dw ie`Qy ies dw ieh audyS nhIN[ jy ip`Cy 1930 ivAW v`l Jwq mwrIey qw aus smyN hr tr`k vwLy nUM GMty dy ihswb hI pYsy id`qy jWdy sn[jy rsqy ‘c ku`J rukwvtW huMdIAW sn qW auplBD GMitAW dI vrqoN kr leI jWdI sI[pr ieh tr`ikMg kMpnI dI zuMmyvwrI sI ik auh fRweIvrW dy smyN dw Bugqwn kry[pr hux jdoN tr`krW nUM mIl dy ihswb Bugqwn kIqw jWdw hY ies leI kwnUMn Anuswr imQy gey GMty igxqI ‘c nhIN ley jWdy ikauN ik GVI qW cldI hI rihxI hY[ies dw koeI Prk nhIN ik trYiPk G`t jW v`D hY[ieh vI Prk nhIN pYNdw ik snoA stOrm nwL koeI sVk bMd ho geI hY[nw ieh ik buinAwdI FWcy dI KrwbI kwrn sVk bMd ho geI hY[ieh vI koeI nhIN vyKdw ik tr`kr nUM itkwxy ‘qy phuMcx leI 300 mIl vwDU sPr krnw ipAw hY[pr ie`k g`l hY ijs dw iKAwl r`iKAw jWdw hY auh hY ik Krcy iks qrHW G`t r`Kxy hn Aqy v`D lwB iks qrHW iml skdw hY[tr`kW nUM cwlU r`Kx leI G`t ikrwey vI kbUlxy pYNdy hn[ Asl ‘c qW tr`krW nUM aus sB dy pYsy imlxy cwhIdy hn ijMnw smW auh kMm ‘qy hn[ieh Aws nhIN r`KxI cwhIdI ik auh gwhkW dI muPq ‘c syvw krn[ jy aunHW nUM isrP ie`k QW qoN dUjy QW smwn iljwx dy pYsy imlxy hn qW aunHW nUM auh qW zrUr imlxy cwhIdy hn pr tr`krW nUM ie`k qoN dujI QW smwn iljwx, ies dI hYNfilMg Aqy lgdy smyN smyq hr ie`k dy pYysy imlxy cwhIdy hn[ tr`krW nUM pRqI mIl dy ihswb pYsy dyxy nw qW sur`iKAq hn March / April 2016
Hours of Service is all about safety just to keep trucks rolling. Truckers deserve to be paid for all of their time on the job. Truckers shouldn’t be expected to provide free labour to customers. If truckers are only paid for moving the freight from point A to point B, then that’s what they should be paid. Truckers should and must be paid for all the time and efforts they are forced to endure in getting the load from customer to customer and if that includes handling the freight at either end, then they must be paid for that time and effort. Paying truckers by the mile is unfair and unsafe. Unfair because they’re being asked, no required, to provide services beyond that which they are being paid. Unsafe, because they’ll try to hide that unpaid work, so they can utilize available hours in productivity. Now, with Electronic Logging Devices (ELDs) on the horizon for every trucker, the chances of hiding unpaid services will be near impossible making it easier for authorities to spot and in fact the trucker will earn less. By introducing ELDs, by introducing speed limiters, by introducing punishing hours of service will lead to less and less people entering the driving trade because the money simply isn’t there to warrant the extended absences from the drivers home. There are better easier, less restrictive jobs around where the employee can sleep in his own bed, with his own spouse, tucking in his own children every night without risking life and limb every minute of every day on the trucking job. Pay by the mile has run it’s course and now is the time for being paid by the hour to be reintroduced for each and every person at the controls of the continent’s trucks. Put the onus for driver’s welfare back where it belongs with the company that is negotiating the price of freight with the client, not the only person in the supply chain who has no input into freight values.
Starting at Aqy nw hI jwiez hn[jwiez qW ies leI nhIN ik aunHW nUM ikhw jWdw hY nw ik aunHW qoN Aws r`KI jWdI hY ik auh aus QW jwx ij`Qy jwx leI aunHW nUM pYsy nhIN imlxy[ Asur`iKAq ies krky ikauN ik aunHW nUM ijs dy pYsy nhIN imlxy auh smW Cupwauxw pYNdw hY[ hux jdoN ivSv Br ‘c hr tr`kr kol ibjleI lOigMg ifvweIsz (eI AYl fI) Aw geIAW hn ies leI nw Adw kIqy syvwvW dI sUcnw CupwxI AOKI ho geI hY[ij`Qy ies qrHW tr`kr nUM G`t AdwiegI hoxI hY au`Qy AiDkwrIAW nUM pqw lwauxw sOKw ho igAw hY[eI AYl fI dI vrqoN, spIf ilmtr dI vrqoN Aqy hor swDnW dI vrqoN hox nwL hux ies tryf ‘c G`t hI lok Awauxgy ikauN ik hux ies qrHW dy mOky nhIN ijhVy ik GroN rihx krky swry pYsy imlx nUM XkInI bxwauNdy hox[ies dy mukwbly hux hor keI qrHW dy kMm krn dy mOky iml rhy hn ij`Qy ik ie`k kMm krn vwLw rwq nUM Gr jw ky Awpxy hmsPr nwL ibsqr ‘qy vDIAw rwq guzwr skdw hY[ies qrHW auh Awpxy b`icAW nwL vI smW guzwr skdw hY Aqy nw hI koeI durGtnw vwprn nwL s`t cot l`gx dw Kqrw rihMdw hY[ hux pRqI mIl dy ihswb nwL pYsy imlx dI g`l dw smW ivhwA cu`kw hY Aqy ies leI hr tr`k mwlk jW fRweIvr nUM GMty dy ihswb nwL AdwiegI hoxI cwhIdI hY[ fRweIvr dw Blw krn leI aus sbMDI socx dw kMm fRweIvr dI kMpnI koL hI dyxw cwhIdw hY nw ik splweI cyn nwL sbMDq ivAkqI koL[ March / April 2016
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Managing Workforce in Trucking
Managing Workforce in Trucking
he transportation industry operates in an extremely • Quality of life issues dynamic environment. The market conditions, • Volunteerism technology and competitors are continuously • Autonomy evolving. Human Resources is one of the most • Flexibility and nonconformity significant characteristics necessary to keep the Overcoming the retention challenge requires the implementation industry moving in a forward direction, but this of five distinct categories of retention strategies: sector is largely overlooked. We often hear about transportation • Environmental: Create and maintain a workplace that attracts, companies changing their business models, equipment types or retains and nourishes good people. geographical operational regions; however they reluctantly fail • Relationship: Focus on how to treat people and how they treat to implement solutions to adequately prepare their workforce to each other. support these changes. This can often pose a significant threat to • Support: Give people the tools, equipment and information to the future development of the firm, as human capital is an integral get the job done. component in the development of business services and the markets • Growth: Deal with personal and professional growth. that support them. A dynamic environment requires a dynamic • Compensation: Cover the broad spectrum of total compensation, work force. It is imperative that an organization has the right not just base pay and salary. employees with the right skills to support the strategic objectives of the company. The hiring process needs to synchronize one’s market One of the secret ingredients to empower the company with segments with the labor segment. It is the employees who need to human capital is to have a proper work structure in place. Job provide services in the targeted market segments. design and specialization are fundamental components of strategic The significance of obtaining qualified employees is the number planning and ensuring organizational growth prospects are attained. one concern facing organizations in their efforts to expand. Companies are increasingly dependent on comparative advantage Efficiency and innovation within the work place are key facets and worker efficiency to stay afloat in today’s integrated global in determining the future success of an organization. Companies market place. This characteristic forces organizations to regularly must strategically formalize solutions to recruit the best candidates appraise psychological assessments, to determine their employees’ from the fixed labor pool. There is a need to implement a dynamic sense of responsibilities, and knowledge of work activities. This strategy to recruit qualified individuals through the utilization of article compares the traditional approaches to job design with some newspaper ads, job fairs, university information seminars and co- of the newly developing approaches. op programs. The primary intention of a company’s The traditional approaches categorize the work marketing campaign needs to focus on gaining a force into two major categories: reputable presence in the transportation sector as an 1) Management industry leader, which significantly assist in attracting 2) Workers qualified candidates for the available positions. Management - can be most effective if it devises The landscape of the organizational work force rules and procedures to govern the way in which a task is undergoing tremendous change and future trends is to be undertaken. Management is assumed to be more indicate this characteristic will dramatically alter the effective than labor at devising methods for executing way companies relate to their employees. Hiring and the work and at planning and organizing. By breaking retaining good employees have become the primary the work down into simple elements: - Dara Nagra concerns of nearly every company in every industry. • the training of workers is clearly simplified MBA PMP ® Companies that understand what their employees want • workers are more easily substituted, one for another and need in the workplace and make strategic decisions • supervision is made easier as it is apparent when to proactively fulfill those needs will become the dominant players workers are doing something that is not part of the specified task. in their respective markets. Concurrent with these trends, the Workers - Human beings are rational economic beings. In emerging work force is developing very different attitudes about basic economics, labor is a commodity no different than apples or their role in the workplace. Today’s employees place a high priority cold-rolled steel. The prime goal is assumed to be monetary and on the following: consequently reward systems which relate pay levels to output • Family orientation are seen as likely to result in maximum output. As such, humans • Sense of community will examine a situation and identify a course of action likely 48
March / April 2016
March / April 2016
Managing Workforce in Trucking to maximize their self-interest and act accordingly. All that is required to maximize output, from the organization’s perspective, is to hire the right people, train them properly and construct an appropriate reward system. If the work can be paced, say by a machine, a worker can develop a natural rhythm and momentum. This approach ignores the psychological and social aspects of work to the detriment of the organization, the workforce and society as a whole. For instance, high levels of task rationalization are associated with high levels of boredom,
which in turn is associated with job dissatisfaction and counterproductive worker behavior. The newer approaches for job design started considering non-economic caveats which are very important to the employees. These include distributive and procedural justice, social comparisons, social status and organization culture. According to various literatures on motivation, individuals often have problems consistently articulating what they want from a job. Therefore, employers have to create an open, fair, stress free and productive work atmosphere. Then, the employees can provide fair feedback and inputs without being afraid of losing their jobs. Productivity and quality are two important aspects in an organization. Adequate emphasis on both components spells success for the organization in the long run. At the same time, the employees should have job satisfaction. Only then do the first two aspects have significance. Thus, designing an effective and efficient job design, and organizing the three aspects of productivity, quality and job satisfaction becomes of paramount importance for the organization. 50
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WIT sets goals for 2016
he Women in Trucking Association (WIT) board of directors met recently to set goals for 2016 and decided that MindShare Strategies was to be WIT’s new association management firm. According to WIT, the group will support the staff in the day-today operations in addition to managing the second annual Accelerate! Conference & Expo to be held in Dallas, Texas this coming November. The Women In Trucking Foundation board of directors held their first in-person meeting in conjunction with the association’s session. Both organizations focused on their missions and forward momentum during the planning sessions. “As we continue to grow and increase our impact on the industry, we look at ways to anticipate how we can be a resource and a leader in attracting women into the trucking industry,” said WIT president, CEO and founder. “Whether they are drivers, technicians, managers, or CEOs, our mission is to increase their numbers and create a more diverse environment.” So far, WIT’s accomplishments include the implementation of an Image Team comprised of professional drivers, a recruiting guide, ridealongs with a CRASH safety advocate and with FMCSA Deputy Administrator Daphne Jefferson, a successful conference held in last September, and a WIT Index to track the number of women on boards of publicly traded companies. Future initiatives include more media ridealongs, a truck stop rating program, more recognition programs, and other initiatives to attract women into the trucking industry.
March / April 2016
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March / April 2016
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BTS Statistics Release: December 2015 North American Freight Numbers
he value of U.S.-NAFTA freight totalled $86.7 billion in December 2015 as all modes of transportation – air, vessel, pipeline, rail, and trucks – carried a lower total value of freight than a year earlier, according to the TransBorder Freight Data released today by the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS). Large decreases in the value of commodities moved by pipeline and vessel in December were due to the reduced unit price of crude oil. Year-over-year, the value of U.S.-NAFTA freight flows by all modes declined by 9.5 percent. Freight by Mode In December 2015 compared to December 2014, the value of commodities moving by truck decreased by 3.1 percent, while the value of air freight decreased by 3.5 percent and rail by 9.3 percent. Vessel freight value decreased 29.9 percent and pipeline freight decreased 47.4 percent mainly due to the lower unit price of crude oil (a component of mineral fuels), which comprises a large share of the commodities carried by these modes. Average monthly prices for crude petroleum and refined fuel are available from the U.S. Energy Information Administration. Trucks carried 63.4 percent of U.S.-NAFTA freight and continue to be the most heavily utilized mode for moving goods to and from both U.S.-NAFTA partners. Trucks accounted for $28.0 billion of the $46.8 billion of imports (60.0 percent) and $26.9 billion of the $40.0 billion of exports (67.3 percent). Rail remained the second largest mode by value, moving 15.1 percent of all U.S.-NAFTA freight, followed by vessel, 6.4 percent; pipeline, 4.7 percent; and air, 4.3 percent. The surface transportation modes of truck, rail and pipeline carried 83.2 percent of the total U.S.-NAFTA freight flows. U.S.-Canada Freight The value of U.S.-Canada freight totalled $45.0 billion in December 2015, down 15.2 percent from December 2014, as all modes of transportation carried a lower value of U.S.-Canada freight than a year earlier. Lower crude oil prices contributed to a year-over-year decrease in the value of freight moved between the U.S. and Canada. Crude oil is a large share of freight carried by vessel
ELD mandate coming
fter years of study, the federal government says it will implement new safety regulations in two years that are aligned with U.S. efforts to tackle fatigue among truck and bus drivers. Drivers will be required to electronically record their hours on the road, says Transport Canada, marking a change from the mandatory paper logs that have been in use since the 1930s. The regulations would cover cross-border and interprovincial travel and should be in place when similar rules in the U.S. come into force in late 2017, Transport Canada says. Will the Federal Government do anything to ensure drivers have safe parking places for their ten hours of rest? 54
and pipeline, which were down 35.2 percent and 47.4 percent respectively year-over-year. Trucks carried 57.3 percent of the $45.0 billion of freight to and from Canada, followed by rail, 15.9 percent; pipeline, 8.4 percent; air, 4.9 percent; and vessel, 4.5 percent. The surface transportation modes of truck, rail and pipeline carried 81.6 percent of the total U.S.-Canada freight flows.
U.S.-Mexico Freight The value of U.S.-Mexico freight totalled $41.7 billion in December 2015, down 2.4 percent from December 2014, as two out of the five transportation modes – air and truck – carried more U.S.-Mexico freight value than in December 2014. Freight carried by truck increased by 1.3 percent, led by shipments of electrical machinery, which were up 7.4 percent. Air freight value rose 2.0 percent while rail freight value declined 0.1 percent. Pipeline freight value decreased by 46.5 percent and vessel freight value decreased by 26.4 percent mainly due to lower crude oil prices. Trucks carried 70.0 percent of the $41.7 billion of the value of freight transported to and from Mexico, followed by rail, 14.3 percent; vessel, 8.5 percent; air, 3.7 percent; and pipeline, 0.6 percent. The surface transportation modes of truck, rail and pipeline carried 84.8 percent of the total U.S.-Mexico freight flows.
There are better ways.
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March / April 2016
March / April 2016
the 2016 vnl series :
All roads lead to fuel efficiency.
March / April 2016
Published on Mar 1, 2016