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21 locations throughout British Columbia, the Yukon, California, Arizona and New Mexico Burnaby 604-291-6431 • Campbell River 250-287-8878 • Cranbrook 250-426-6205 • Fort St. John 250-785-6105 Kamloops 250-374-4406 • Langley 604-607-0300 • Nanaimo 250-758-5288 • Penticton 250-492-3939 • Prince George 250-562-8171 Quesnel 250-992-7256 • Vernon 250-545-4424 • Whitehorse 867-668-2127 • Williams Lake 250-392-7101

US Branches Albuquerque NM • Carson CA • Farmington NM • Fontana CA • Los Angeles CA • Phoenix AZ • San Diego CA • Tucson AZ JULY / AUGUST 2014


CONTENTS ADVERTISERS Ace Truck Repairs ............................ 31 BD Diesel Performance ......................... 34 BF Goodrich Tires ............................... 55 Castrol Lubricants ................................ 2 CBS Parts Ltd ................................... 13 Champion Towing ............................. 30 Coastline Transmission ..................... 28 Cool Heat Truck Parts ...................... 31 Cool it Truck Parts .......................... 35 Cummins ............................................. 25 Eastside Towing .................................. 30 First Truck Centre ............................... 11 Fort Garry Industries (FGI) .................... 47 Freightliner .......................................... 53 Gold Key Insurance ............................. 32 Harley Davidson Motorcycles ........... 39

14 18 24 26 39 20 40 42

Howes Lubricators ............................... 9 Inland Kenworth .................................. 3 Jaguar / Land Rover ................................ 5 Kam-Way Transportation Inc .............. 43

There is no such thing as a stupid question koeI vI svwl ieho ijhw nhIN huMdw ijs nUM byvkUPI vwlw khIey

Maintenance of Safety Records in preparation for an audit Cummins - Western Canada Some Practical Ideas for the Next Border Trade Agreement Safety Questions / Answers RegardinG IFTA

To Own A Trailer Or Not

- Pash Brar

Coming into the US - SCAC requirement

- NSC Compliance


Risk Management


- Ken Davey


Trucking: Market Exposure


- Dara Nagra

Kingpin Trailers - Hyundai Translead .... 33 MDF Tire Canada Inc ......................... 29 Mercedes-Benz Langley ..................... 27 Mobil Delvac ......................................... 7 NSC Compliance .................................. 41 Ocean Trailer .................................. 23, 30 Pat’s Driveline ..................................... 17 Peterbilt Trucks ................................... 56 Pike Enterprises Ltd ............................. 31 Safe Trans Consulting Inc ................. 37 Tiger Tool .......................................... 54 Truxpo 2014 ....................................... 49 Valley Freightliner Inc ......................... 29 Walker Heavy Duty .............................. 51

16 Federal US Court Rules Against Independent Contractor Status 17 kwrgo kRweIm ivru`D lVweI hoeI hor qyz 22 ATA Seeks Applications for LEAD ATA Program 28 AYP tI Awr: pRofkitvtI nukswn Gtwaux leI tr`kW vwilAW nUM du`gxy bMdy r`Kxy pYxgy 38 Gov’t Announces Regulation Changes for Dangerous Goods Safety Marks 43 Biv`K ‘c PlItW dI mdd krn leI sksYSn AYkSn plYn 44 Truckers Applaud Agreement to Resume In-transit Truck Shipments Through US 52 AYP AYm sI AYs ey v`loN lweIv stOk Fox vwilAW nUM id`qI 30 imMt bryk qoN Cot 52 Volvo Trucks Names Greig Howlett Regional Vice President for Canada

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WATS .................................................. 45 Wind Mobile ........................................ 21

2014 BMW 328d- xDrive

Xtreme Polishing & Custom Rigs ......... 50

Legacy Retained

ZZ Chrome Mfg Inc ........................... 34 4

46 JULY / AUGUST 2014



Editor’s Note / sMpwdkI “If I had eight hours to chop down a tree, I’d spend six hours sharpening my axe.” - Abraham Lincoln Abraham Lincoln is often quoted for having said, “If I had eight hours to chop down a tree, I’d spend six sharpening my axe.” The hours vary (usually it’s given as either eight or six hours), but the meaning is that one should spend more time in preparation. The saying is similar to the proverbs, “measure twice, cut once” and “an ounce of prevention is worth a pound of cure.” As I have a teaching background, I’d say before you do anything, learn as much as you can about it, get proper training, and Dilbag (Ron) Dhaliwal be fully prepared. If we relate the same concept for trucking, the rules won’t change. If you want to enter into trucking and get your licence, get proper training from a reputable school. It may take longer and cost you more money, but you will save your time, money, and maybe even your own, and others, lives later. If you are assigned a load, plan the trip; spend sufficient time so you won’t get lost or frustrated during your trip. Being a truck driver in the past, I also experienced that spending 15 to 20 minutes in the morning on a proper pre-trip inspection gave me peace of mind, made me safer, and thus, receive less harassment from enforcement officers during the day. I have seen truckers being fined and towed because they had not spent those few minutes in the morning. So whenever and whatever you do , spend more time on preparation, because it will make your job and life easier. I want to congratulate our US Desi Trucking team for daring to put together a Truck Show in Central Valley, California. Our team has spent over 8 months in preparing this plan and finally, implementing it. Thanks to our sponsors and readers for giving us an overwhelming response. We guarantee that we will put forth our best efforts to make this show a success. Mark your calendars for September 6 and 7 for the West American Truck Show. Work smart, enjoy, and may God always bless truckers.

Publisher JGK Media Inc. | 1-877-598-3374 (Desi) Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Jag Dhatt Art Director Avee J Waseer IT Manager Raj Sidhu Cover Design Contributing Writers Ken Cooke, David Brown, Pash Brar, Jag Dhatt, Mike Howe, Dara Nagra, Ray Gompf, Ken Davey, Sonia Nanda, Dr. Jagdeep Kaur Translator Onkar Singh Saini

“jy mYnUM ie`k dr`Kq k`tx leI A`T GMty dw smW id`qw jwvy, mYN pihly Cy GMty isr& Awpxw kuhwVw iq`^w krn qy lwvWgw” - AYbrwihm ilMkn AYbrwihm ilMkn dy khy ieh Sbd “jy mYnUM ie`k dr`Kq k`tx leI A`T GMty dw smW id`qw jwvy, mYN pihly Cy GMty isr& Awpxw kuhwVw iq`^w krn qy lwvWgw” Aksr hI lokW dy mUhoN suxy jw skdy hn, ku`J ku lok A`T dI bjwey Cy GMty vI kihMdy hn[ jo vI hovy pr mqlb isr& AYnw hI hY ik quhwnUM koeI vI kMm krn qoN pihlW aus dI iqAwrI cMgI qrHW kr lYxI cwhIdI hY[ ies qrW dIAW hor vI keI khwvqW hn, k`to ie`k vwr pr imx do vwr lvo Aqy ie`k AONs dw prhyz ie`k pONf dy ielwj nwloN cMgw hY[ myrw ipCokV pVHwaux vwlw hox krky mYN vI iehI khWgw ik koeI vI kMm krn qoN pihlW aus nMU cMgI qrW smJ lvo Aqy loVINdI tRyinMg lvo[ jy AsIN tr`ikMg dI g`l vI krIey qW rUl koeI v`Kry nhIN hn[ jy koeI A`j tr`ikMg iv`c Awauxw cwhuMdw hY qW aus nUM vDIAw frweIivMg skUl qoN FukvIN tRyinMg lY ky hI lweIsYNs pRwpq krnw cwhIdw hY[ ho skdw hY ik smW Aqy pYsy QoVy v`D l`gx pr ies qrHW krn nwl bwAd iv`c quhwnUM bh`uq sO^ hovygI, quhwfw smW, pYsw, jwn Aqy dUsirAW dI jwn bc skdI hY[ jy qusIN lof c`ikAw hY qW qurn qoN pihlW rUt pLYn krn nwl qusIN rwh iv`c ^`zl ^uAwr nhIN hovoNgy[ knyfw ‘c tr`k clwauNx vyly mYN ieh dyi^Aw ik myry svyr vyly FukvIN prI ieMspYkSn qy lwey 15-20 imMt mYnUM swrI idhwVI sO^w r`^dy sn[ mn dI SWqI, sy&tI Aqy ieMnPorsimMt A&sr qoN bcw leI shweI huMdy sn[ dUsry pwsy AjihAw nw krn vwly frwievrW dI ^`zl ^AwrI, it`kt Aqy tr`k toA huMdy vI dyKy hn[jo vI kro, ikRpw kr ky ausdI pihlW pUrI iqAwrI jrUr kro[ iesdy nwl hI mYN swfI AmrIkn tIm nUM vI vDweI dyxI cwhuMdw hW ijs ny kYlI&ornIAW dy sYNtrl vYlI ielwky iv`c tr`k SoA krwaux dI ihMmq id^weI hY[ kMm v`fw hox krky iqAwrI krn nUM qkrIbn A`T mhIny dw smW l`igAw Aqy A^Ir nUM ies nUM AnwaUNs kr id`qw[ AsIN Awpxy ibzns spWsrW Aqy pwTkW dw auhnW v`loN id`qy sihXog leI qih idloN DMnvwd krdy hW[ AsIN ies SoA nUM kwmXwb krn leI AwpxI pUrI imhnq lwvWgy[ zor nwloN idmwg nwl kMm kro, AnMd mwxoN, pRmwqmW tr`kW vwilAW dy isr qy hmySW h`Q r`^y[ 6

JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

Cell: 604-767-4433 E:

Cell: 416-875-3820 E:

Address: #235 - 8138, 128 Street, Surrey BC V3W 1R1

Address: 160-2, County Court Blvd. #128 Brampton, ON L6W 4V1

F: 604-598-9264

F: 604-598-9264

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


Postmaster if undeliverable Canadian Address to #235-8138 128 St., Surrey BC V3W 1R1


City traffic, mountain passes and arctic tundra — they all put stress on a truck’s engine. Mobil Delvac™ heavy-duty diesel engine oil is formulated for long life and helps protect against sludge and deposit buildup. To learn more, visit us online at

Copyright © 2014 Exxon Mobil Corporation. All rights reserved. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries unless otherwise noted.

Out here it’s survival of the fittest engine



G. Ray Gompf


t’s been said that trucking isn’t a job, it’s a lifestyle and for the most part, that’s exactly what trucking is. A job is an activity where you go into work at a specific time, work a schedule, come home and live a life apart from the job; with trucking, you’re never away from the job, it’s omnipresent. There are few vocations that are also “lifestyle” That is the similarity amongst military service, farming and trucking. None have an “end of shift”. Even when you are sleeping, you are on duty. Even when you are off duty, you are on duty. There’s always something else to do. And while the level of stress for all is similar, each has somewhat different stressors. Possibly that’s why the ranks of truckers have so many who have previously served our military in one form of another and or have been farmers. I think I have an appreciation, having been raised on a farm, served in the military and many long years in trucking. Trucking isn’t a mind-numbing job as one of those repetitive manufacturing or office jobs might be. Trucking presents a totally different scenario almost every second of everyday, certainly the scenery changes as do the challenges caused by those with whom you share the road. Even though a truck driver is producing his or her 550 miles each day, he or she is never alone. There’s

constant interaction with the general public, in terms of road sharing. With the trucker’s communications devices, there is always a friendly voice to hear and sometimes a very critical voice. There is constant updating of road conditions and situations yet unseen. The advent of the Internet Age has developed even more communicative devices that allow even wider abilities to stay abreast of an ever-changing world. Also, ever increasingly, technology is “spying” on his or her every move. One of the downsides of both serving in the military and trucking is that you are away from loved ones and friends and family for extended periods of time. Another similarity is that neither pay very well. The major upside to both is that you get this incredible feeling of contribution. No other job with the possible exception of farming can possibly give one that sense of providing exactly what is needed when it is needed by whom it is needed and where it is needed and why it is needed. This is what people who haven’t been in either the military or in the trucking industry could possibly understand. While the people of world are in “give me more” mode, the military and truckers (and yes, farmers) experience something that can’t even be described or even understood by most. Strangely, there’s an enormous peace in the chaos, especially

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behind thePage scene, 29 where no one else seems to care. 24 Hour Another way that trucking is a lifestyle Roadside Assistance is that like it or not, the families are also part of trucking just because. Spouses have the step up more than most to be alone raising families, attending school functions, soccer matches, even attending extended family functions alone, without the trucking spouse. Children have to learn the trucking spouse is rarely at home and the most intimate contact is on the telephone. Spouses either have to make decisions alone or with their spouse on the telephone or other communication device. Families with jobs never think about the sacrifices those who choose lifestyle vocations suffer all for the good of everyone. Now, I know that many of you are, while agreeing with me, are thinking I’m forgetting about first responders, but I’m not. I writing this as I am focusing on the recent deaths of five police officers, three in Moncton; two in Las Vegas. The funeral of the three in Moncton is on television as I write. That being said, with all due respect, first responders sleep in their own beds and have a life outside their job. Their job is extremely critical to the well being of the community and I take nothing away from their task at hand but truckers and military have a much different lot in life and yes, it’s one JULY / AUGUST 2014

Trucking - A Lifestyle

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Trucking - A Lifestyle of choice. In our ranks of truckers, across the United States and Canada, we have people representing virtually every ethnicity and religion in the world, yet we are one of the strongest most cohesive brotherhoods on the planet. While there is a competitive spirit to get the load, there’s no competition once the load is being transported. We share our knowledge. We offer our abilities when a brother (or sister) is in difficulty. Recently, a trucking couple, friends of mine, had some misfortune on a trip deep into the US. Their truck engine gave up the ghost and facing a $25,000 bill for repairs, they were faced with some very tough decisions in a short space of time. Word was spread they were in trouble and offers poured in to help them get home. Over a two-day period, they had options and could sit down a weigh each option and figure out what was going to work for them. In the case of truckers, we often don’t even know who are friends are but it’s a joy to know that we have those unknown friends, that’s what brotherhood means. While in this case the offers of help weren’t accepted because of the way the situation evolved there was a great deal of gratitude just knowing it was readily offered. We never know what small act of kindness is going to mean to someone else. It may mean so little to the one offering, but to the one being offered it can mean that a bad situation can become bearable. Lifestyle means meals are either in restaurants or increasingly self-prepared in the truck, rarely is a meal shared with loved ones or even close friends. Having a shower without that smell of strong chemicals is something truckers long to have. I’ve heard so many civilians tell me that if they see truckers at a restaurant, then the food must be good. While that’s a possibility, the truth of the matter is the restaurant had a place to park that was reasonably safe and the quality of the food secondary. That being said, if the restaurant consistently produces poor quality food or way overpriced food, its days are numbered even though they have adequate parking facilities. In our daily lives let’s not forget those who serve us daily. As truckers we’re more visible that some. Our military, in the most dangerous of tasks, is hopefully in far flung places in the world. Believe me, they do their jobs so we don’t have to and they do it well, underpaid and under appreciated. Farmers are unseen and underpaid and under appreciated but without enemies trying to kill them. Truckers? Well, let’s say, highly visible, underpaid, under appreciated and under constant harassment from governments and under skilled people with whom they share the road. Truckers are highly skilled and while portrayed as not caring and not following rules and regulations, they are THE ones out there protecting all who use the highways and bi-ways of our nations, while ensuring the store shelves are full. 10

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Corporation, a renowned power management Ecanaton company, is now including all Canadian and Americommercial vocational trucks

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lways keeping customer needs in mind, A Mack Trucks has now announced that it will assist

gwhkW dI loV nUM sdw hI iDAwn ‘c r`Kx vwly mYk tr`ks dw kihxw hY ik aunHW v`loN hux Awltrnyt iPaul- AYNf klIn fIzl- pwvrf vhIklW leI imldI srkwrI shwieqw lYx leI fIlrW Aqy gwhkW dI mdd krn dw PYslw kIqw hY[ mYk tr`ks dw kihxw hY ik auh ies pRikirAw ‘c sstnyibltI ienISIeyitv gru`p ( AYs AweI jI) nwL rl ky kMm krygI[ ies gru`p v`loN PYfrl Aqy styt srkwr v`loN id`qI jWdI hr nvIN grWt sbMDI jwxkwrI sbMDI d`isAw jwvygw[ ieh gru`p gRWt lYx dI ivDI Aqy iks qrHW ArzI dyxI hY aus sbMDI vI mdd krygw[mYk ibzns fIvYlpmYNt dy bRwien lyAmYn dw kihxw hY ik mYk vwLy hr vyly Awpxy gwhkW nUM aus shwieqw sbMDI slwh dyx leI iqAwr rihMdy hn ijs nwl mwlk dy Krcy Gt skdy hn[ aunHW dw ieh vI kihxw hY ik mYk vwLy ies g`l leI vcnb`D hn ik aunHW ny Awpxy gwhkW dIAW ibzns loVW ‘c iks qrHW mdd krnI hY[

in its three-year bundled warranty program. Prior to this announcement, only linehaul applications were under the warranty. Bill Fouch, aftermarket marketing manager for Eaton transmissions, said that, “Based on the initial success and excellent reception that we have been receiving from our linehaul customers, we decided to extend the industry’s best aftermarket warranty coverage to all applications

dealers and customers navigate through the grant process to obtain public funding for alternate fuel- and clean dieselpowered vehicles. Mack Trucks will assist in this process by working with Sustainability Initiatives Group (SIG), which will manage an up-to-date inventory of federal and state grant information, offer summaries on relevant grant opportunities, and assist in the application process. Brian Layman, Vice President of Mack Business Development, said that Mack is always working on offering customers with viable solutions that assist with and improve the total cost of ownership. “Mack is dedicated to working with customers to help achieve their business needs,” said Layman. has introduced a new InSur IwillnPower Auxiliary Battery Optimizer (ABO) that improve battery performance and

extend battery life by eliminating excessive battery discharge. This compact, easy to use plug-in application, charges the auxiliary battery from the chassis battery, while at the same time preventing both batteries from being drained. Now available for use in a variety of work truck applications, ABO’s patentpending design has a third terminal for low-voltage disconnect, so loads are automatically disconnected at a pre-determined voltage setting. n order to reduce the number of IPhillips items truckers need to carry around, Industries has introduced

new 4-in-1 combination electrical and air assemblies with liftgate and auxiliary cables with multiple plug and seal options. These spiral-wrapped assemblies combine Phillips straight ABS Lectraflex cable, two rubber air lines, and the option of a second electrical cable to operate a liftgate or other auxiliary equipment. Available in various lengths and cables, these new assemblies will not only make life easier, but will keep cabs and storage areas much cleaner. 12

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ord Motor Company is offering a variety Fservice of configurations for light duty P&D or vehicles with its new Transit Line.

Ford’s E-series, which have been best sellers since the early 1960’s, will be replaced by the Transit Line, which will be available in three heights, two wheel bases, three lengths, four body styles, and three different engine options. While the Transit is not a new vehicle for Ford, it will be new for North American consumers. David Shuttleworth, the company’s product marketing manager, said, “Transit has almost the same heritage and legacy in Europe as the E-series does here.”

Porf motr kMpnI AwpxI nvIN trWijt lweIn nwl lweIt ifaUtI pI AYNf fI Aqy srivs vhIklW nUM keI qrW dI kniPgrySn pyS kr rhI hY[ 1960 ivAW dy SurU qoN sB qoN vDIAw ivkx vwlI Porf dI eI sIrIj nUM hux trWijt lweIn iv`c bdl id`qw jwvygw[ ieh iqMn v`K-v`K aucweIAW vwlI hovygI[ ijs iv`c do vIL byisz, iqMn lMbweIAW, cwr bwfI stwiel Aqy iqMn v`Kv`K qrHW dy ieMjn hoxgy[ BwvyN trWijt Porf leI nvIN vhIkl nhIN pr au`qrI AmrIkw ‘c rih rhy vrqx vwilAW leI ieh nvIN hI hovygI[ kMpnI dy pRofkt mwrikt mYnyjr fyivf StlvrQ dw kihxw hY ik trWijt dI XUrp ‘c auhI ivrsw qy mwx hY ijhVw eI sIrIz dw ie`Qy hY[


There are better ways.

Advertise in: tr`kW vwly vIrW dw mYgzIn


Tech Tid-Bits


n offering even more technology in its trucks, Peterbilt has announced that the Bendix SmartTire pressure monitoring system is now available on its Model 579 and 567. Keeping tires properly inflated not only reduces tire wear, it offers better fuel economy, increased safety and better handling. Robert Woodall, Peterbilt’s Director of Sales and Marketing, said that, “tires are one of the largest expenses for fleets and the SmartTire TPMS can help reduce this cost, as well as save money through reduced fuel costs, less downtime, and safer operation.” he Cummins Westport ISX12 G natural gas T engine will now power the Peterbilt on-highway Model

579 and vocational Model 567, as well as the 384 and 365. The power house will be mated with Eaton’s UltraShift Plus automated transmission, which features intelligent shift selection software that optimizes performance and efficiency. Not only that, this new transmission will enhance braking performance; thus, the overall package will make it easier for new and veteran drivers by automatically adjusting to grades, weight, and driver throttle commands.

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kimnz vYst port ISX12 G nYcrl gYs ieMjn hux pItriblt Awn fYS hweIvy mwfl 579 Aqy vokySnl mofl 567, 384 Aqy 365 iv`c vI lwieAw jwvygw[ ies pwvr hwaUs nUM eItn dy Altrw iSPt pl`s Awtomytf trWsimSn nwl joiVAw jwvygw[ ies dw lwB ieh hovygw ik ies nwl vDIAw iSPt slYkSn swPtvyAr kwrn qyl dI b`cq hovygI Aqy qwkq vDygI[ iehI nhIN ies nwl brykW dI pwRPOrmYNs vDygI[ ies leI ies swry pYkyz nwl nvyN Aqy purwxy frweIvrW nUM ieh AwswnI ho jwvygI ik cVHweI Aqy Bwr muqwibk ieh Awpxy Awp hI AfjYst kr lvygw[

Engineering has introduced a line of Lrampseum Dockzilla mobile and fixed position loading that will eliminate the construction expense

and hassle of installing a permanent loading dock. These custom alternatives are available in a variety of configurations and are engineered to handle the heavy lifting, whether unloading a regular van or 30-ton bulldozers, says Grant Leum, president of Leum Engineering. Available in Canada and the USA, Dockzilla products offer versatility because they can be relocated to other sites should a business move or a project concludes.

ilaUm ieMjnIAirMg ny fokizlw mobwiel nWA dw ie`k loifMg rYNp bxwieAw hY ijs nwl p`kw loifMg fw`k bxwaux dw Krcw bc jwvygw[ ieh v`K-v`K iksmW ‘c imldy hn Aqy ienHW nwl Bwry qoN Bwrw smwn l`idAw qy lwihAw jw skdw hY[ ieh BwvyN ie`k Awm vYn hovy jW 30 tn dw bulfozr hovy ieh kihxw hY grWt ilaUm dw jo ilaUm ieMjnIirMg dw muKI hY[ fokizlw dw ieh auqpwd AmrIkw qy knyfw ‘c imldw hY Aqy ieh iksy vI QW iljwieAw jw skdw hY Aqy jy koeI pRojYkt Kqm ho jWdw hY jW ibzins hor QW jWdw hY qW ies nUM aus QW iljwxw vI sOKw hY[

trwikMg ieMzstrI dy swB qoN vwD BrosyXog brFz nfvF dI iewko iewk QF

30 sflF dy vDyry smyN qoN trwikMg ivwc ieMzo-knyzIan BfeIcfry dI syvf kr rhy hF ALL MAKES TRUCK & TRAILER PARTS FEATURED BRANDS:

World’s Number 1 Air Spring.

6 locations to serve you: Check out current promotions, view more brands and browse online catalogues at our website: JULY / AUGUST 2014


30887 Peardonville Rd 4968 Still Creek Ave 130-10050 River Way 657 Sarcee Street W 9162 National Place 9505 189 Street

(604) 859-6731 (604) 299-0681 (604) 589-7277 (250) 314-1000 (250) 563-9330 (604) 888-1944

Learn more about the brands we carry at


There is no such thing as a stupid question

koeI vI svwl ieho ijhw nhIN huMdw ijs nUM byvkUPI vwlw khIey

By G. Ray Gompf


ecently, on a facebook group, REAL CANADIAN TRUCKING, one of the members of the group, a relatively newly licensed driver asked a question but was afraid to ask the question because he didn’t want to allow his inexperience show. His question however was something that absolutely needs to be asked and asked and asked until experience and skill take over. The question? There are apparently two methods for braking while descending a hill, which is the best method to use? Now this is a question for which there are several answers that are correct however as far as our governments go, there is only one. By using the government approved method, if all the conditions are ideal, it’s a beautiful way to safely descend any grade. Of course, there are other situations where the conditions are not so ideal, this government approved method would spell disaster. So for argument sake, let’s describe the two methods. First, the government approved method: Select the proper gear for descending this particular hill – it should be the same gear required to ascend the hill. Now that’s fine if you’ve experienced the ascension of the hill often enough to know exactly what that gear might be. Otherwise, it’s a guess and the only factors you need to consider are your personal fear of dying and your skill at steering without terrifying everyone surrounding you. As your truck gains speed, due to momentum, you stab the brakes for three seconds which will reduced your speed by twenty kilometres per hour, then release the brakes and it will be eight seconds before the truck has built up enough speed to require another three second stab of the brakes to bring the speed down by twenty kilometres per hour. 14

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There is no such thing as a stupid question The theory being that you have almost three times the amount of time with the brakes in cool down mode as opposed to the three seconds of heating up the brakes. This is supposed to prevent brake fade; prevent overheating the brakes to the point where they smoke. When you smoke a brake, there is a danger that you will glaze the brake shoe making it virtually useless ever again. The second method, NOT government approved, is the way we did things in the old days. First you select the appropriate gear as above. Then as you launch into the descent, you apply a slight bit of brake application pressure; just enough to have the brake shoe touch the brake drum, causing a very slight amount of drag. As you require harder braking, you apply more brake application pressure then release as required but never allowing any air between the brake shoe and the brake drum. The theory is it’s oxygen that allows the heat to feed into that which is undesirable, brake fade and smoking and eventually fire. If there’s no oxygen, there’s nothing to feed the fire, so to speak. Can you glaze a set of brake shoes? Yes, with either method. It’s the skill level you develop by understanding the braking system of the truck and use of same over many experiences. The truth be told, both methods have their place. It’s the conditions under which you find yourself that will determine which method you use and sometimes you will find you can use both on the same hill on the same descent. The object of the exercise is to descend the hill safely without causing anyone, yourself included, any discomfort. I will give you a couple of examples that might help you figure out why both methods have their place. I will draw on some real life experience, not on what an engineer may say based on theory and testing. The scene: It’s Sunday afternoon on a busy summer weekend. You are proceeding south on Interstate 77 dropping from Virginia to North Carolina. The hill is called Fancy Gap. It’s a six percent grade for seven miles of winding road, with several “run away ramps” strategically located along the hill. At the bottom of the hill is a rest area, then just past the rest area is a North Carolina DOT scale. Being Sunday afternoon, there is bumper to bumper traffic in both lanes traveling about five miles per hour below the limit. As you descend the hill, you correctly leave adequate safety margin but because of the traffic, your safety margin to the car drivers looks like an invitation to invade this space in front of your heavy vehicle. Often these cars changing lanes in front of you are not leaving you much space, in fact the term “cut off” could apply. You are using the three second brake stab with the eight second release. What would happen in this scenario is you’d be crushing a large number of cars, undoubtedly with some loss of life, whereas if you’d known about and were using the constant application of brakes method, you would be in a much better position to react to the changing conditions as you descend the hill. Using the stab method, you risk overheating the brakes and risking enormous brake fade when you need your brakes most critically. In my experience, both methods work and work well if properly executed. My caveat is you have to learn the various conditions under which you will be operating and use whatever method is most suitable for that particular condition. Practice both methods where you find ideal conditions so you are competent when conditions are less than ideal. Safety is the highest priority. Then you have to consider appearing to the lay drivers out there who think they know everything. Then you have to consider your equipment and not doing damage especially the hidden damage. You can never tell you have glazed brake shoes. The brake shoes can look like there is lots of life left but if those shoes are glazed over, they are virtually useless. You can tell by the smell of the brake shoes if they’ve been overheated beyond reason, and if there’s a JULY / AUGUST 2014

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There is no such thing as a stupid question strong odor of burn to them chances are they should be inspected at a deeper level to determine the brake shoe fitness. Often a mechanic can tell if your brakes are glazed or not without pulling the wheel but mechanics are not infallible and don’t have to accept the responsibility when government inspectors put you out of service on a brake inspection. It’s not just about whether the brakes are properly adjusted or not. Every June across North America, authorities have a heightened sense of inspection because of well broadcast safety blitzes. I’m not a proponent of blitzes, because the bad guys out there can simply go home for the blitz period and never get to be inspected whereas, if authorities were doing regular inspections constantly, then the level of compliance would be greater, but then what do I know. To the government, it’s not about safety, it’s about making the general public believe that the big bad trucks are being called to notice. Governments use the safety flag pole for everything whether it’s safety related or not. The safety flag pole is the most overused in the world and we must learn to separate that which is truly a safety message and that which has another agenda that wouldn’t fly without the use of the safety flag pole. In the case of using brakes, use the method that is going to be most effective for you in this particular instance, but make sure you know what the government wants you to know and use only that method when being tested.

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Federal US Court Rules Against Independent Contractor Status Once again, a major court in North America has concluded that independent contractors be considered employees due to the amount of control the carrier exhibited over the drivers’ day-to-day work. According to CCJ magazine, the 9th Circuit U.S. Court of Appeals in San Francisco overturned an August 2012 ruling by a lower

court that held the drivers of Georgia-based Affinity Logistics were independent contractors. An Affinity driver sued the carrier in 2009 16

claiming he and others were misclassified, causing them to not receive sick leave, vacation, holidays or severance wages. While a lower court disagreed, the appeals court’s ruling stemmed from several factors about the relationship between Affinity and the drivers, chief among them being Affinity’s ability to control “details of the drivers’ work,” which the court said meant controlling their rates, schedules and routes, along with their equipment, their appearance and clothing, and requiring them to report to the carrier’s warehouse each morning and afternoon. The case is not unique as various courts and labour commissions and tribunals in North America have all cracked down on employers who exercise a certain degrees of control over contractors. The court also heard how the independent drivers had to sign an “Independent Truck-

man’s Agreement” — one-year contracts that renewed automatically each year, but could be terminated without cause – and a “Equipment Lease Agreement,” which requiring drivers to lease trucks from the company and automatically have pay deducted to pay for the lease, reports CCJ. The trucks were required to be painted white, and had Affinity’s name on the door. The company handled upkeep of the trucks, but deducted repair costs from drivers’ checks. Drivers were also asked to leave their trucks keys overnight and on weekends so other drivers could use the equipment. Affinity also provided drivers phones (and deducted the costs) made drivers adhere to a procedures manual, which outlined requirements for loading and unloading, dealing with customers, reporting to the office and more. Drivers were required to work five to seven days a week and were required to request off time several weeks in advance — requests the company had the power to deny. Additionally, drivers were required to report each morning for meetings, pay for and wear uniforms issued by Affinity. JULY / AUGUST 2014

Desi News

Battle Against Cargo Crime Picks Up Steam

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The Ontario Trucking Association’s campaign to extinguish cargo crime continued this week as the group held a to update a landmark 2011 report on Canadian cargo crime. The event was kicked off by providing attendees with an update on the Canadian Trucking Alliance’s report, Cargo Crime in Canada, recapping the recommendations of that 2011 report while summarizing what progress has been made over the past four years. The update – commissioned by OTA and conducted by Bob Goodall, a former cop and head of the Decurion Group – reads as a report card of sorts for the trucking industry. OTA also arranged for three carriers to have a threat assessment completed by Decurion. All three carriers over the past years have fallen victim to cargo crime in its various forms and spoke first-hand about how criminals where able to get around their security systems. This portion of the event, which served to show how even the most diligent of carriers can be vulnerable to professional thieves, was identified by attendees as one of the highlights of the event. The day also included presentations and panel discussions from the insurance industry, including IBC, as well as law enforcement specializing in cargo crime in Peel, North York and the Ottawa area. In addition, there were also presentations from event sponsors providing services to help carriers protect themselves. The latest cargo crime event follows up the enormously successful Project Momentum workshop last fall, the first of a series of initiatives to raise awareness and share mitigation strategies on the growing threat of cargo crime in the high-risk corridor along Highway 401. OTA plans to use the momentum of these events to keep the pressure on government and law enforcement on this issue.


No Restart Suspension in House Bill Last month’s Senate Committee effort to suspend the current 34hour restart provision of the U.S. hours of service rule took a hit when the House of Representatives passed its own appropriations bill that does not contain such a provision. A US Senate Appropriations Committee previously voted on an amendment to suspend the current 34hour restart, although it would have still required conferencing with the language in the House Bill, approved by both bodies, and signed by the President According to Heavy Duty Trucking, observers expected to see a similar floor amendment in the House bill. However, that didn’t happen. HDT suggests a highway fatality involving comedian Tracy Morgan may have changed the political climate for a proposed restart suspension. The future of the proposed suspension now comes down to the House and Senate conferring on their separate transportation appropriations bills, reports HDT. The full Senate is scheduled to to take up its bill, which includes the amendment next week. However, there could be a move to take out the suspension amendment. JULY / AUGUST 2014

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Maintenance of Safety Records

Maintenance of Safety Records in preparation for an audit


ith any trucking company despite its size, or whether it is and local or long haul, the “A” word seems to shake up the smaller one man operation to the larger fleets. It is a true pleasure to be able to sit down and write this article and hopefully dispel a lot of the fear that has spread throughout the industry. The first and foremost point I would like to emphasize is that maintaining safety records should start at the time you start and company not at the time you receive a letter for an audit. In fact, if as a company you are maintaining your safety records are monitoring your safety diligently and working to improve your safety rating you should in most cases (but not all) not be having an audit. Let’s go back to when you first applied for DOT/MC Number. At the time you applied you answered several questions on line that pertained to Driver qualification files, Vehicle condition, maintenance of safety files, monitoring of Hours of service and your safety polices. It is imperative to remember that you agreed to all the statements on the FMCSA registration thus, completed a legal document stating that those processes were in place. At that point the processes should already have been implemented. In my experience, 9 times out of 10 when I see a client regarding an upcoming audit none of the requirements have been implemented and no monitoring has occurred. Most people tell me they had no idea what was required of them in the first place. As a transport company you should be familiar with The FMCSA safety information available on line, you CSA scores, understand the CSA scoring and processes and book mark the page and the guides because you will need to refer to them on a constant basis. When you start your company I like to think of it as starting with a “clean slate” and it is your opportunity to develop and grow your business and implement safety practices that are beneficial for your drivers, your company and for the communities in which 18

you operate in. You should at the point of starting your company register to view your safety profile and monitor your CSA stats and be able to review consistently during set periodic intervals your safety ratings. What are your driver contraventions like? How many and how frequent? How many scale inspections? How many were OOS or fail at roadside? Why? Analyzing your report regularly will enable you to see a clear picture of your company. But analyzing is just the first step. You need to take action. In an audit situation there are various areas in a company’s safety records that are looked at. I like to think of it as pieces of a pie:

Section 1: Driver Qualification files This encompasses all driver records, employment applications, drivers abstracts, licensing requirements, pre employment verification form previous employers,drug testing results, tickets, and most importantly disciplinary policy documentation for that particular driver. One common mistake I always see is a “temp driver” hired for an emergency for a few hours and no drivers abstract on file and no application. The answer I typically get is “it was an emergency and I needed a driver to take the load”. In that one trip, and that one emergency you as a

company owner don’t even know if: He had a valid license, If his license was suspended or prohibited or cancelled, and what his driving history was like. The risk you have taken for that “emergency” by not checking a recent abstract could be very dangerous for yourself, for the driver and for the public. Another common problem in drivers files, is excessive contraventions, hours of service violations and log falsifications by a driver. Just checking your log books is not enough. What have you done as a company to educate, train or discipline your drivers? Do you have proof of that documentation on file? Have you taken those steps within the appropriate time frames and acted accordingly? If you look back at your implementation of disciplinary policy is your driver improving? These are questions you need to ask yourself on a regular basis to ensure your driver files are adequate. Therefore, when driver qualification files are being audited there are many aspects that are looked at and reviewed to ensure you are following your obligations. I would like to stress there are many areas to be discussed in depth and be elaborated on but for the purposes of this article it is to assist you with an overview. Section 2: Vehicle Records There are many areas looked at in this section. Valid Registration records for power units and trailers, Valid annual inspections and historical annual inspections. Road side inspections inspections, maintenance records and PM records and schedules. In this section many companies have several misunderstandings. The common response I always hear is: “I have owner operators and I am not responsible for the maintenance to their unit that is their responsibility.” Wrong. First step back and take a look: Whose authorities are they using? Yours. If, an accident were to occur because of mechanical defects, who will be responsible? Owner Operators MUST provide proof of their repairs to the company on JULY / AUGUST 2014

Maintenance of Safety Records a regular basis (within the required guidelines) and as a company you must ensure regular maintenance is occurring as well as a scheduled preventative maintenance plan. As a carrier do you have a scheduled system to advise you of annual inspections coming due or PM maintenance that needs to be done? Technology in our industry has jumped leaps and bounds and there are a variety of software systems that automate all your schedules for you so you can maintain your fleet in a less labor intensive manner. Important to also look at is your profile report. How many road side inspections this month? How many OOS/Fails? Is it the same drivers or owner ops? Is it a company unit or an owner op? Do you see consistent trends that can help you see where you need to improve? Are you constantly encountering vehicle condition violations? If so why? I hear many a company tell me: “I can’t believe I got an out of service” I had just had a full inspection at my mechanic shop”. If that is the case, then why did it occur? Did you speak to your mechanic? What exactly was done and how often is this occurring? Bottom line, companies need to analyze what is going on within their company. Improving your vehicles safety performance will not magically happen unless you delve a little deeper. Your carrier profile should be your main tool to tell where you need to improve. And, ensure your drivers hand in all their roadside inspections not only because it is required by law but because you need to see what violations occurred if any, take corrective action to repair the vehicle and you need to ensure the driver is also aware of what has occurred so it doesn’t repeat. I also hear companies always tell me: “Are you kidding? A preventive maintenance schedule? Who is going to pay for that? There is no money left for me to spend on a PM plan”. It has been proven, that regular care of your equipment at regular intervals may seem like extra money slipping away at first, but there are long term positive effects. By fixing “minor” problems before they turn into “major” OOS issues, you can alleviate a lot of costly repair charges, towing charges and fines. So, in the long run you will be saving money. Talk to your mechanic about what can be done. Also, speak to your safety inspectors at your office, get to know them you will find that they are there to assist you. And, if they do come into audit your records at least you have taken the appropriate steps to follow your requirements. Section 3: Hours Of Service Records JULY / AUGUST 2014

The most controversial section I have saved for last. One thing I want to stress is to improve in this section you must get to the root cause. It is not good enough to just check log books. You need to ask yourself who in my organization is dispatching the drivers? When we dispatch a driver do we know how many hours they have available to them at that point? Do they call in to dispatch at regular intervals so we are monitoring where they are and how much time they left before they need to rest? Are they handing in all their required mandatory supporting documents with time so we can ensure we are checking their logs and their logs are accurate? If a driver has gone over hours, when did we as a company find out? What did we as a company do about it? Did the driver need more training? Is this a consistent problem where disciplinary action needs to be taken? If so, are you monitoring to ensure the driver has improved? When your logs records are audited supporting documents must be provided and yes, Fuel with time must be provided. For a full list of required supporting documents please refer to the carrier safety guide for further details. I am told by many carriers: “My dispatchers are too busy they don’t have any time to be checking how many hours a driver has that is a drivers responsibility not mine”. Again, I have to disagree. It is equally the responsibility of the company (if not more) to ensure that their drivers are not fatigued and not driving over hours. There are many ways to monitor this from excel templates to calculate HOS, to GPS tracking and EOB recorders. Lets not foget we are around the corner from E logs becoming mandatory in a very short time. At the end of the day, it needs to be done if you want to ensure your records can stand up to the audit. One important point to stress with this section: What has happened in the past has happened. You cannot scramble weeks before an audit to try and get logs ready for an audit without knowing what has taken place. You must monitor daily, weekly, and monthly to ensure your log books stand up to the audit. And, disciplinary policy must be meaningful, implemented within the specified time period and must account for the drivers violations in detail. So, in a nutshell, you need to implement processes that ensure you are monitoring your records and if you have, you should be ready for the audit with open arms! In summary, there is a lot more that can

be discussed and elaborated upon, but I can only hope that Carriers come out with certain key points: -If you haven’t implemented appropriate safety practice to cover the above you need to do so now! -If you are in the business of commercial transport safety is part and parcel of your business, and it is a business so you need to focus time and resources to safety. At the end of the day it will affect your business, and it will affect your bottom line. - There are many resources available to help you from technology to people. But remember, at the end of the day it is your company and you need to be aware of what is going on. Finally, one thing must be realized is that if you have an audit there is a reason. Rather than taking the negative perspective, look at the positive. This is a signal that you need to improve, if you take action now, it can save expenditures and lives down the road. Use the audit as a purpose for learning and improving because at the end of the day this is your livelihood, is in not worth the effort?


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To Own A Trailer Or Not

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railers are a huge component in the trucking industry. Without a trailer, there’s nothing to haul, so one should weigh in on the advantages and disadvantages of owning their own trailer. From the owner operator perspective, having their own trailer can increase their revenues. With the drivers I deal with, I see between 8-12% being cut from their gross revenue when they don’t have their own trailer. In these cases they are renting from the company they work for. Sometimes they rent from an outside rental company. Whomever they rent from, the cost is usually much higher than if they own. When I do trailer leases for owner operators, the payment is much lower than the rental, and they end up putting money in their pockets. For example an owner operator grossing $25,000 a month is being deducted 10% for trailer rent and paying $2500 a month for trailer rent. If they lease their own trailer, the monthly payment may end up around the $1200, which is much lower than rent, depending on the trailer they’re hauling. The owner operator must pay for their own trailer insurance and maintenance. They must be careful when choosing a trailer. The trailer must match to the truck they’re using. For example, a 40 rear truck should not be hauling a b train flat deck. They should have a super 40 or a 46 rear end truck. The trailer should be aerodynamic as well to the truck, to increase fuel savings, and possibly have extra items added to the truck or trailer, such as under tray systems for CARB (California Air Resources Board) compliance. The material the trailer is made of, and the weight of it is also a factor. The wrong trailer could end up with bad consequences for the driver. A trailer that is too specialized may have only seasonal work and can become restrictive. A trailer that is too old if buying used, could end up being useless for example in California if it doesn’t meet emissions testing requirements and minimum age requirements. Maintaining your own trailer is an advantage for safety regulations. Pre-delivery inspections must be done regardless of whose trailer you have, but knowing the work done and up to date maintenance can help the owner operator avoid safety violations. A - 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.


tr`ikMg ieMfstrI ‘c tRylr ie`k Kws ih`sw hY[ jy tRylr nw hovy qW cIzW dI FoAw FuAweI ikvyN hovy? ies leI ies g`l dw inqwrw krnw cwhIdw hY ik tRylr r`Kx dy Pwiedy hn jW nukswn[ jy qW Enr Awprytr dy idRStIkon nwL vyKIey qW jy Awpxw tRylr hovygw qW ies nwL vDyry lwB hovygw[ijnHW frweIvrW nwl myrw vwh ipAw hY jy aunHW kol Awpxw tRylr nhIN hY qW aunHW dI Awmdn ‘c 8-12% dw Gwtw pY jWdw hY[ ienHW hwlwq ‘c auh ijs kMpnI nwL kMm krdy hn aus qoN ikrwey ‘qy lYNdy hn[ keI vwr auh iksy bwhrlI rYNtl kMpnI qoN ikrwey ‘qy vI lY lYNdy hn[pr ijs qoN vI lYx ies dw ikrwieAw aus qoN ikqy izAwdw huMdw hY jy ikDry Awpxw hovy[ jdoN mYN Enr Awprytr leI tRylr lIz krdw hW qW rYNtl vwilAW nwloN aunHW dI kImq ikqy G`t huMdI hY[ ies qrHW aunHW nUM b`cq huMdI hY[ imswl vjoN jy koeI Enr Awprytr 25,000 fwlr mhIny dw k`ul kmwauNdw hY qW ausdw 10% tRylr dy rYNt dw k`t ho jWdw hY jwxI ik auh tRylr dw 2500 fwlr mhIny dw ikrwieAw idMdw hY[ jy auh Awpxw tRylr lIz krdy hn qW aunHW nUM mhIny dw 1200 fwlr dyxw pYNdw hY[ikMnw Prk hoieAw[ Enr Awprytr nUM Awpxy tRylr dw ieMSUrYNs Aqy muq Awid dw Krc Awpxy koloN dyxw pYNdw hY [ ies leI jdoN auh tRylr dI cox krdy hn qW aunHW nUM ies dw Kws iKAwl r`Kxw cwhIdw hY[ ieh tRylr ijhVw tr`k aunHW kol hY aus dy Anuswr hI hoxw cwhIdw hY[imswl vjoN 40 rIAr tr`k leI bI tryn PlYt fY`k dI loV nhIN[ienHW leI supr 40 jW 46 rIAr AYNf tr`k dI loV hY[ tRylr tr`k Anuswr eyArofYnwimk hoxw cwhIdw hY qW ik qyl dI b`cq ho sky Aqy ies nwL tr`k jW tRylr nwL hor AweItmW vI lweIAW jw skdIAW hn[imswl vjoN kwrb( kYlIPornIAw eyAr irsorsz borf) dy inXm pUrqI leI AMfr tryA isstm[ie`k g`l hor vI hY iesdw vI Prk pYNdw hY ik tRylr iks mYtIrIAl dw bixAw hoieAw hY Aqy ies dw Bwr ikMnw hY[ jy ikqy mwVw trylr p`ly pY jwvy qW frweIvr leI musIbq KVH jWdI hY[ ijhVw tRylr bhuq hI Kws iksm dw hovy auh sIznl kMm dw hox krky Kws smyN hI vriqAw jw skdw hY[ jy tRylr bhuq purwxw hovy Aqy auh AimSn dIAW SrqW pUrIAW nhIN krdw Aqy aus dI inrDwrq aumr vI v`D hY qW imswl vjoN kYlIPornIAw ‘c vrqx leI nkwrw vI ho skdw hY [jy qusI Awpxy tRylr dI Awp sWB sMBwl krdy ho qW syPtI rYgUlySn ‘c ies dw vI Pwiedw ho skdw hY[tRylr ijhVw mrzI hovy quhwnUM pRI filvrI ieMspYkSn zrUr kr lYxI cwhIdI hY[pr jy ieh pqw hovy ik ikhVw kMm hoieAw hY Aqy ies dI hux q`k dI pUrI sWB sMBwl ho geI hY qW ies nwL vI Enr Awprytr syPtI vwieElySn qoN bc skdw hY[ purI qrHW sWB sMBwl kIqy hoey tRylr dI aumr 10 swl qoN vI v`D ho skdI hY[ JULY / AUGUST 2014

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To Own a Trailer or Not well maintained trailer can have a lifespan of well over 10 years. Being part of a trailer pool can increase your drops and speed. If you have your own trailer, you could wait for hours to be loaded and unloaded, whereas if you’re part of the pool, you drop your trailer and hook to another and go with little wait. From the trucking company owner perspective, some like to rent trailers to their lease operators and company drivers, some do not. I asked trucking company owners for their opinion. While renting to owner operators does bring in profits for the company, some don’t want the headache and maintenance that comes with it. I had a client who got two brand new trailers, and one of the owner operators renting one smashed the side of it causing $3000 in damage when it was less than a week old. The company was furious for obvious reasons. It’s nice to generate the extra revenues and some trucking companies have a side business of leasing their trailers to owner operators for profit. The companies that don’t like dealing with the damage and maintenance to the equipment, encourage the owner operators to purchase their own trailers. I often see an unfortunate side of trailer purchases. Sometimes trucking companies want to control their owner operators and have them to continue to rent the company trailers from them. They want to keep their own increased revenue stream from renting the trailers, which is understandable. But they try to do so by preventing the owner operators from purchasing their own trailers. These situations can often end badly. The owner operator may purchase the trailer without their employer knowing, and as soon as it arrives, they quit and go work for someone else. I have encountered this situation numerous times. Everyone wants to make a profit with a trailer purchase. Sometimes it’s the trucking company, and sometimes it’s the owner operator. But there are advantages and disadvantages to either party. Weigh out the reasons for making a purchase to see if it will be profitable for you. Make sure the purchase is the right one for your needs, check regulations, especially if driving through California, to make sure compliance is being met, and ask your local trailer dealership lots of questions before making your final decision to purchase or not.

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ATA Seeks Applications for LEAD ATA Program American Trucking Associations announced it was seeking applications for the second class of its LEAD ATA executive leadership program. “Since being unveiled last year, LEAD ATA has already begun to mold and shape our industry’s next wave of leaders,” ATA President and CEO Bill Graves said. “Now it is time for a new group of ambitious industry leaders to step forward and join them.” The LEAD ATA program, sponsored by PeopleNet, will provide exclusive educational opportunities designed to highlight 22

how the regulatory and legislative process affects the trucking industry and the important role ATA plays in shaping both, as well as demonstrating the many tools available to industry executives through ATA. Each year, a new class will be accepted into LEAD ATA to cultivate the federation’s future ATA leaders. “PeopleNet is proud to not only sponsor, but have the opportunity to participate, in the distinguished LEAD ATA program for the second year in a row,” said PeopleNet President Brian McLaughlin. “Having the opportunity to meet and work with

these aspiring young executives is truly exciting and we are anxious to meet the 2015 LEAD ATA class members.” “LEAD ATA is a great opportunity to get involved and shape the future of the trucking industry,” said ATA vice chairman Kevin Burch, and president of Jet Express, Inc., Dayton, Ohio. “The inaugural class of LEAD ATA has jumped into issues that will affect the next generation of trucking. They are an impressive and passionate group and I’m proud to have them involved - and lead - the future of our industry.” Burch added. JULY / AUGUST 2014

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Cummins - Western Canada Cummins Western Canada is an exclusive distributor for Cummins Inc., the world’s largest independent manufacturer of diesel engines. We take pride providing sales and exceptional service and support for Cummins engines, generators, filters and related products serving the varied needs of our customers in Western Canada, such as mining, oil and gas, power generation, agriculture plus on and off road vehicles. Whether you are moving freight across country or making deliveries across town, sometimes you need expert Cummins engine repair. Total Customer Loyalty Is Our Mission. At the end of each day, only one thing matters at Cummins Western Canada: Keeping our customers for life. That means 100% satisfaction with the performance of Cummins products, services, information and our people. When you bring your equipment to our Cummins Quickserve® facility, our aim is to get you back on the road quickly by following these important principles: • Make you feel welcome: Our staff is friendly and knowledgeable, our facilities are comfortable and clean. • Communicate: We’ll tell you what is going on with your repair. We won’t keep you in the dark. • Get it done fast: Our goal is to ensure that Cummins engine work performed in our shop with a standard repair time of four hours or less will be completed that same day. • Get it done right...the first time. Through the Cummins engineering principle of continuous improvement, our engines are cleaner, more efficient and more durable than ever. However, as our engine technology is continuously 24

improved, our engines are increasingly technologically advanced and thus more complicated than ever to service. To properly service Cummins engines, you have to know what you’re doing. We do. There is no place on the planet better equipped to service a Cummins engine than Cummins Western Canada. Shop Service • Qualified Technicians • Extensive genuine Cummins parts inventory • Comfortable facilities to enjoy while you wait for your service Engine Dyno • Specialized dyno for diagnostics on Cummins engines • Horsepower & blowby checks for all types of engines Field Service • 24/7 response capabilities • Fleet of fully equipped service trucks and trained technicians • Capabilities to perform on-site repairs Genuine Parts • Genuine Cummins New and ReCon parts • Available 24/7 from Cummins Western Canada • Largest selection of Cummins Parts in BC DPF Cleaning • On-site cleaning for retrofit DPFs • On-site cleaning for 2007 and newer Cummins DPFs • Cummins ReCon exchange DPFs for 2007 and newer Cummins DPFs • Ability to clean all makes and models of DPFs – OEM and retrofit DPFs JULY / AUGUST 2014

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Some practical ideas

Some Practical Ideas for the Next Border Trade Agreement


ith 2014 marking the 20th anniversary of NAFTA and talk of perhaps opening the agreement up, or at least a new border agreement, now’s the time to take stock of where we’re at and where we might go from here. NAFTA has been good for the economies of the three signatory countries. As a derived demand industry and since trucks haul most of the goods traded, trucking has been a chief beneficiary. But it hasn’t always been smooth sailing. Nor, has NAFTA achieved its full promise at least as it pertains to freight transportation. Amongst the early casualties of the unilateral decision by the United States to not allow Mexican trucks to travel beyond the border “commercial zone” which was supposed to happen by December 1995 – a situation which persists to this day other than in various pilots – was the demise of trilateral efforts to achieve greater harmonization of continental trucking standards. More importantly, the US’s pre-occupation with the southern border has at times stymied bilateral solutions over concerns that “if we do it for Canada, we’d have to do it for Mexico” or “we have to treat you the same as the Mexicans.” Then there was the 9/11 tragedy and the resulting heightening of security that has led to a “thickening” of the border. While we were told both enhanced security and trade facilitation was achievable if companies and individuals became trusted traders, it hasn’t always worked out that way. Over the years there have been various Canada-US border initiatives; the most recent being the Beyond the Border (BTB) Action Plan aimed at bringing more balance to the security-trade facilitation equation. So far, actual deliverables – at least among the measures of most interest 26

to trucking such as restoring inclearance. But, even better transits and allowing the reposiwould be to take things a step tioning of foreign empty trailers further and introduce an RFID – have been somewhat elusive enabled border crossing ID card but we maintain hope for some for commercial drivers, elimipositive outcomes. nating the need for transponders Going forward, we don’t and/or multiple cards (FAST, expect any significant changes. TWIC, CDRP). The existing - David Bradley EU-style borders or labour moFAST card infrastructure could bility are not in the cards. But, serve as the platform. Tiered sethere are things that could be done that curity clearance levels – e.g., where FAST would enhance the competitiveness of lane access or front-of-the-line access to North American supply chains by creating secondary — could be restricted to those more tangible benefits to trusted traders; with a high clearance level. further border automation; the efficient In terms of border infrastructure a few use of current border infrastructure and more bridges or at least some additional strategic new investment; and, labour mo- spans/lanes would be helpful at least at bility rules consistent with modern logis- some of the busiest crossings. Having tics practices. some of that capacity reserved for comThe terms pre-clearance/pre-inspec- mercial traffic only would also be good. tion/pre-screen are sometimes used inter- But if our experience in trying to get that changeably. A case in point is the pilot (a second bridge built at Detroit-Windsor — BTB initiative) now underway at Buffalo/ North America’s single largest gateway Fort Erie. What is being piloted is not pre- for trade is any indication, it’ll be tough. clearance as some think, but rather a CBP It is incredible that the only thing preventpre-inspection on the Canadian side after ing that project from moving forward is which the truck will cross to the US side, for the US federal government to pick-up come to a rolling stop and then either be the US$250 million cost of the US cuscleared or sent to secondary. toms plaza. Whether this two-stop approach is betNAFTA did not address the antiquatter than the current one stop remains to be ed labour mobility rules governing the seen. So far the results have been prom- point-to-point movement of goods by ising but pre-clearance – where there are a foreign carrier – i.e., cabotage. Again, no stops for trusted traders because the there is currently no prospect for EU-style driver, conveyance and freight have all cabotage. But, some increased flexibility been risk assessed and released prior to would improve efficiency and productivarrival at the border – would be a much ity and allow for more effective utilizabetter option. tion of drivers and vehicles. Harmonizing The US and Canadian e-manifest pro- the immigration cabotage rules with the grams – ACE and ACI – represent the equipment cabotage rules would seem to starting point for border automation. Un- make sense. der ACE carriers can use transponders to These ideas are really not particularly transmit RFID signals to CBP. bold. They are practical and would have a Unfortunately, the Canadian program beneficial impact on cross-border operadoes not include the transponder option tions. Whether they ever see the light of even though if available it would speed day, only time will tell. JULY / AUGUST 2014

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FTR: Trucking Needs to Double Hiring to Offset Productivity Losses

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The myriad of regulations in the U.S. could leave the trucking industry having to hire twice as many drivers by 2018 as it does today to offset productivity losses, according to FTR Associates. In a State of Freight Webinar last week, senior consultant Noel Perry remarked that ongoing regulations have constricted capacity and forced carriers to accomplish more with less. As Truck News reports, Perry said his firm is monitoring 21 regulations the US has either pending or on the books. They have the potential to reduce the hiring pool, increase turnover and make hiring less productive or reduce operating productivity. If all the regulations are enacted as planned, the trucking industry could have to double its hiring efforts by 2018, Perry noted. “… This is a very big deal. Even if our quantification is off by 30%, it doesn’t change the conclusion. “It will be an unprecedented assault on the hiring capability of the industry.” That’s easier said than done, however. Historically, the trucking industry has been unable to quickly ramp up recruitment when spikes in demand have occurred, resulting in a shortage of trucking capacity. With capacity utilization likely to remain in the 98-99% range, Perry said any short-term shocks (such as the extreme weather seen this past winter) will have an immediate impact on trucking supply.

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Desi News

Gov’t Announces Regulation Changes for Dangerous Goods Safety Marks and Placarding

Can-Am Bridge Project Obtains Final Approval

Transport Canada today announced forthcoming amendments to the Transportation of Dangerous Goods Regulations which include provisions to harmonize placarding requirements with the United States while at the same time providing more accurate information on the types of Dangerous Goods being transported, primarily for the purposes of first responders. Federal Transport Minister Lisa Raitt made the announcement at a press conference held at the headquarters of the Canadian Trucking Alliance-Ontario Trucking Association in Toronto today. After making her announcement, Minister Raitt placed one of the harmonized placards on a tractor trailer before going on a ride ‘n drive in a Kriska Transportation truck, where she saw first-hand some of the latest safety and environmental technologies on-board today’s modern tractor-trailers, including aerodynamic devices and electronic logs. As for the TDG amendments, they were originally drafted and discussed with industry in the late 2000s, were supported by the Canadian Trucking Alliance (CTA) Board of Directors in 2009 and approved when the amendments were proposed in 2012 in Gazette I. Although most of the amendments are minor in nature (designed to eliminate confusion with the interpretation of the regulations and those applicable to shippers), there are some key changes of interest for the trucking industry: • Additional restrictions and quantities allowed for the display of a DANGER placard. The principal change is the use of the DANGER placards to loads (if eligible – meaning no superseding placarding requirements apply) only having a mass of less than 1000kg. This will align with US regulations, assist in cross-border compliance of shipments and provide more accurate information in the form of additional placards on the goods be-

The proposed new bridge linking Windsor and Detroit appears to have jumped through its last regulatory hoop. The long-awaited binational border crossing obtained a permit from the U.S. Coast Guard this week – the last reported regulatory approval needed to press start on the project. The Coast Guard issued the permit almost immediately after a U.S. Circuit Court in Washington, D.C., rejected an attempt by the competing Ambassador Bridge to get an injunction and block the approval. In its opinion, the court concluded there is no evidence the Coast Guard permit would cause irreparable harm to private Ambassador Bridge’s own interests.


ing transported. The DANGER placard up until these amendments, was considered a coverall measure that can be misleading in terms of what type and quantity of goods are on board a vehicle and also relieved the responsibility of many shippers in terms of providing proper placarding for their shipments to carriers. From a transition standpoint, carriers moving multiple shipment loads from the US into Canada are already complying with restricted use of the DANGER placard; • Flexibility for drivers in leaving placards in place on large means of containment until all dangerous goods indicated by that placard are unloaded. Today, in many instances drivers must remove placards once the quantity of dangerous goods becomes less than 500 kgs or face non-compliance charges. This is a cumbersome requirement to comply with at times and misleading in the sense that there are still dangerous goods on the vehicle. This would significantly improve reciprocity with the regulations in the United States and make it easier for truck drivers with multiple deliveries to comply with the regulations and; • Introduce new safety marks for dangerous goods included in Class 5.2, Organic Peroxides, for marine pollutants and for limited quantities of dangerous goods, to harmonize with the UN Recommendations for the Transport of Dangerous Goods. It is expected Transport Canada will finalize these requirements in a Canada Gazette II publication in the near future. After that, there will be a six month transition period for drivers, carriers and shippers to come into compliance with the new requirements. CTA will provide a full analysis of the changes once the regulations are introduced in Gazette II and will be introducing the new regulatory language in its 2015 edition of its Transporting Dangerous Goods by Truck publication.

“We now have the presidential permit, signed off on by nine (federal) agencies in the U.S. We have the Coast Guard approval and the court case dismissed,” said Gary Doer, Canada’s ambassador to the U.S. The next step involves funding for a U.S. customs facility, which must happen before shovels hit the ground. However, as the Globe & Mail reported this week, this won’t be easy either and ambiguity persists. Despite Canada agreeing to pick up the $3.4 billion tab to build the bridge on both sides of the border, Washington continues to shrug off paying a $250-million (U.S.) to pay for its own customs plaza on the Michigan side of the bridge. According to the Globe, “Ottawa has understandably drawn a line in the asphalt” over paying for another government’s customs checkpoint. JULY / AUGUST 2014


8859 201 Street, Langley BC V2Y 0C8 WWW.BARNESHD.COM (604) 534-6044


Coming into the US SCAC requirement AmrIkw Aw rhy ho?

AYs sI ey sI dI loV

What does SCAC stand for? Standard Carrier Alpha Code What is a SCAC? A SCAC is a unique code which is used to identify transportation companies. It is usually two to four alphabetic letters long. Who is required to have a SCAC? Several different businesses related to transportation of goods require SCAC, but the most common users are the freight carriers or freight forwarders. Some of the other types of operations that require a SCAC are: Air Carriers, Brokers and Water Carriers. When was the SCAC identification developed and why? The SCAC was developed by the National Motor Freight Traffic Association (NMFTA) in the late 1960s to assist computerization in the transportation industry. Are there any special codes for different groups? SCAC ending with the letter U are assigned to freight containers. Codes ending with the letter X are assigned to privately owned railroad cars. Finally for the truck chassis and trailers the letter Z is assigned. Who provides the SCAC? SCAC is assigned by the National Motor Freight Traffic Association (NMFTA) in Virginia. How long is the SCAC valid for? The SCAC are valid for a year and need to be renewed by June 30th of each year. What happens if you do not renew your SCAC? The Code will be assigned to another company and the carrier will have to apply for another Code if they’ve passed the renewal deadline as their code will be cancelled. How is the SCAC relevant for a trucking company? If a trucking company wants to bring a load in from Canada or Mexico into the United States then they will need to register for the SCAC to be identified as a carrier. Once the SCAC has been assigned to the company they will need to get their Pre-Arrival Processing System (PAPS) labels to be able to travel into the United States. If a trucking company wants to register at a port they are required to be registered with a SCAC as well. Is there a fee to apply for a SCAC? Yes there is a fee of $68 US dollars which can be paid by credit card to receive your SCAC at the appointed time. How long is the process to obtain a SCAC? A SCAC can be applied for or renewed and the Certificate is usually received within 1-2 business days if done electronically. The manual process can take up to 2-3 weeks in the mail. Where can I get more information on registering for a SCAC or crossing the border into or out of Canada? You can call us at our toll free number at 1-800-965-9839 if you need assistance in registering your company or business for a SCAC or renewing your SCAC. 40

By: NSC Compliance Services

AYs sI ey sI dw mqlb ies dw mqlb hY stYNfrf kYrIAr AlPw kof AYs sI ey sI hY kI? AYs sI ey sI ie`k Kws kof hY ijhVw tRWsportySn kMpnIAW dI pCwx leI vriqAw jWdw hY[ Awm qOr ‘qy ieh do qoN cwr A`KrW dw huMdw hY[ AYs sI ey sI dI iks nUM loV hY? bhuq swry v`K v`K ibjns ijhVy trWsportySn nwL juVy hoey hn nUM AYs sI ey sI dI loV hY pr Awm vrqoN krn vwilAW ‘c Pryt kYrIArz Aqy Pryt Pwrvwrfrz hI hn[ ku`J hor kMm ijnHW nUM AYs sI ey sI dI loV hY ‘c eyAr kYrIArz, bRokrz Aqy vwtr kYrIAr vI Swml hn[ AYs sI ey sI dI pCwx kdoN Aqy ikauN iqAwr kIqI geI? AYs sI ey sI dI SurUAwq nYSnl motr Pryt tRYiPk (AYn AYm AYP tI ey) v`loN 1960 ivAW dy AKIr ‘c tRWsportySn ieMfstrI ‘c kMipautrIkrx dI shwieqw leI kIqI geI[ kI v`Kry grup ` W leI koeI Kws kof hn? AYs sI ey sI dy AKIr ‘c jy XU A`Kr hY qW ieh Pryt kMtynrW leI hY[ jy kof AYks A`Kr nwL Kqm huMdw hY qW ieh pRweIvyt ryl rof kwrW leI hY[tr`k cysIz Aqy tRylrW leI zY`f hY[ AYs sI ey sI idMdw kOx hY? AYs sI ey sI nYSnl motr Pryt tRYiPk AYsosIeySn (AYn AYm AYP tI ey) jo ivrjInIAw ‘c hY, v`loN id`qw jWdw hY[ AYs sI ey sI ikMny icr dw hud M w hY? AYs sI ey sI dI imAwd ie`k swl dI huMdI hY Aqy ies qoN bwAd ies nUM iPr hr swl 30 jUn q`k rIinaU krwauxw pYNdw hY[ jy AYs sI ey sI nhIN rIinaU krwieAw jWdw Pyr kI hud M w hY? jy rIinaU krwaux dI qwrIK lMG jWdI hY qW Pyr ieh kof iksy hor kMpnI nUM dy iNd`qw jWdw hY Aqy pihLI kMpnI nUM dubwrw lYx leI iPr AYplweI krnw pYNdw hY[ AYs sI ey sI tr`ikMg kMpnI leI ikauN zrUrI hY? ie`k kYrIAr dI pCwx leI- jy koeI tr`ikMg kMpnI knyfw jW mYksIko qoN lof lY ky AmrIkw ‘c dwKl huMdI hY qW kYrIAr dI pCwx leI aus leI zrUrI hY ik auh AYs sI ey sI nwL rijstrf hovy[ jdoN AYs sI ey sI v`loN nMbr dy id`qw jWdw hY qW aunHW nUM pRI-ArweIvl pRosYisMg isstm (pI ey pI AYs) lybl iml jWdw hY ijs nwL auh AmrIkw ‘c sPr kr skdy hn[ jy koeI tr`ikMg kMpnI port ‘qy rijstr hoxw cwhuMdI hY qW ausnUM vI AYs sI ey sI nwL vI rijstr hoxw zrUrI hY[ kI AYs sI ey sI leI koeI PIs vI hY? hW, hY ieh PIs 68 AmrIkn fwlr hY ijhVI quhwnUM AYs sI ey sI lYx leI id`qy gey smyN ‘qy kRYift kwrf rwhIN dyxI pvygI[ AYs sI ey sI lYx leI ikMnw smW lgdw hY? jy kMipautr rwhIN AYplweI kIqw jwvy qW AYs sI ey sI AYplweI krn jW irinaU krn leI ie`k do idn ‘c srtIiPkyt iml jWdw hY[ pr jy aus qrHW krnw hovy qW fwk rwhIN 2-3 hPiqAW ‘c iml jWdw hY[ AmrIkw v`l nUM knyfw qoN jwx jW Awx leI AYs sI ey sI leI rijstr hox leI hor jwxkwrI ik`QNo iml skdI hY? AYs sI ey sI leI AwpxI kMpnI jW ibzns rijstr krwaux jW AYs sI ey sI rIinaU krwaux leI qusIN swnUM tol PrI nMbr 1-800-9659839 ‘qy Pon kr skdy ho[ JULY / AUGUST 2014


We are excited to announce our NEW FACILITY

Ph: 604-625-1133 JULY / AUGUST 2014

28739, Fraser Hwy COMING SOON! 41

Risk Management

Risk Management - Ken Davey In the world of Risk Management there are Loss Prevention Strategies and Loss Mitigation Strategies. Usually in trucking we talk about Loss Prevention because if you prevent a loss, it is avoided entirely. However, losses happen and when they do you need a way to keep the loss to a minimum. If you are involved in an accident, here are some steps to take to minimize the loss. Like the Captain of a ship in a maritime disaster, if you are able, you still have a job to do. First, make the accident site safe as possible. Set out flairs or triangles to warn others of the hazard your accident presents. You don’t want any other vehicles running into the stopped vehicles or people . Check for injured persons. Do not administer first aid or move anyone unless you are trained to do so. However you can provide reasonable assistance. If no one has, it is time to call 911. I often hear of drivers who lose their cell phones in a crash. I strongly recommend that your cell is on your person at all times. Even when connected to the charger, if possible, keep the phone in its holster in your belt. If you are ever in a rollover you need to be able to reach it without undoing the seat belt to call for help. It you leave it on the dash or in the bunk, there is no telling what you will have to do to find it, assuming that you can move and that the area it is in is still accessible, after an accident. Never admit that the accident was your fault. This will be hard if you think the accident is your fault and there are injured or aggressive people around. It feels like apologizing and taking the blame is the correct thing to do. However, there may be factors in the accident that you don’t know about. It could be that your feelings, although real are not correct. Any admission of guilt can be used against you in court despite the fact that the physical evidence indicates some42

one else is at fault. Also, don’t talk about the accident at the scene to anyone except the police officer. It is important that you don’t because it is hard to determine who you are talking to. An injured victims husband or daughter may have pulled up in another vehicle. If the two of you speak about the accident it could cause aggressive behavior at the scene or again be used against you in court. Next, if possible, we need to gather some information. Start with the make model and plate of all the vehicles. Next the driver names, license numbers, addresses, and

phone numbers. Do the same with passengers and the same with witnesses. Too often drivers come to me after an accident with a policeman business card and a file number saying the policeman has all that information. It is true, they do. However, it may take weeks to get the police report and that will hold up the repair of your truck. Better that you get the information yourself if you can. Next, take some pictures. We want to record e accident as accurately as possible. Try to take pictures from the center of the accident scene in all four directions. Then take pictures of your vehicle. Try to capture

the damage and the position on the roadway. Get some up close for detail and some farther away for perspective. Do the same for each vehicle involved. Don’t forget license plates and when possible the ‘vins’ of cars or the manufacturers plate from trailers. Try to avoid taking pictures of injured people as untreated injuries can often look much worse than they are. Even a small cut can be covered with a great deal of blood. Remember, we are trying to get an accurate sense of the accident scene in pictures and the seriousness of injuries just can’t be accurately captured in a picture at the accident site. If possible get pictures of the accident site from down the road in each direction. Pictures from about 200 meters and 400 meters would be best to show the landscape and the curves or hills or signage of the road. Lastly, make notes of anything you can think of that might relate to the accident. Your speed, estimate the other drivers speed, many lanes of traffic, how long you were in the same lane, how long had you had been driving since your last break. Anything anybody else said….anything and everything. In the USA driver must be drug tested after an accident in the following 3 circumstances. Failure to test carries a $5000.00 fine. The easy way to remember the 3 circumstances is Hearse, Nurse or Tow. Hearse…if there is a fatality… test. These 2 apply only if the truck driver is charged or likely to be charged. Nurse –someone is treated for injuries away from the scene test. Tow-a vehicle is disabled with more than wheel damage and towed from the scene. Having an accident is an expensive problem. This guide offers several strategies that you can do to minimize the expense of the accident for you, your company and your insurer. JULY / AUGUST 2014

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Succession Action Plan to Help Fleets Prepare for Future Trucking HR Canada has developed an interactive succession planning tool for fleet managers who want to ensure they always have the right people in the right job. The Succession Action Plan is now available (click here) for an introductory price of $60 + HST. It guides users through all four steps of an effective succession planning process – setting priorities, reviewing a company’s “bench strength”, addressing gaps in skill sets, and monitoring succession planning efforts. As an added bonus, every user will also receive free reference material from Your Guide to Human Resources manuals,

addressing how to transfer knowledge in the workplace, and how to build a business case for sound human resources practices. “More than 600 fleet managers have already used our free online HR Circle Check to identify strengths and gaps in their existing human resources practices. We found that succession planning was a recurring need,” said Trucking HR Canada CEO Angela Splinter. “Fleets which enhance the skills of existing employees will always be

better prepared to address future opportunities, and help to retain the skilled personnel who are vital to their success.” While the growing need for skilled drivers has been identified by the Canadian Trucking Alliance’s Blue Ribbon Task Force on the Driver Shortage, as well as a report by the Conference Board of Canada, the challenge of attracting and retaining skilled employees affects every role in the workplace, Splinter added.

Biv`K ‘c PlItW dI mdd krn leI sksYSn AYkSn plYn tr`ikMg AYc Awr kYnyfw v`loN aunHW PlIt mYnyjrW leI ie`k ieho ijhI Xojnw bxweI hY ijs nwl ieh XkInI bxwieAw jw skygw ik shI jOb leI ikhVw shI ivAkqI hY[ sksYSn AYkSn plYn hux quhwnUM ies dI vY`bsweIt ‘qy iml skdI hY ijs leI quhwnUM 60 fwlr Aqy bxdI AYc AYs tI dyxI pvygI[ vrqx vwilAW nUM ieh loVINdy cwr stYpW sbMDI d`sdI hY[ ieh hn- quhwfIAW prm AgyqW jW pihlW dw pqw lwauxw, kMpnI dI “bYNc strYNgQ’ vyKxw, sik`l sY`t dy gYpW nUM dur krnw Aqy Awx vwlIAW plYnW sbMDI ingwh r`KxI[ bons vjoN hr vrqx vwLy nUM ‘XUAr gweIf tU ihaUmYn irsorsz mYnUAl’ dI ie`k kwpI vI imlygI[ijs ‘c ieh d`isAw igAw hY ik vrkplys ‘qy jwxkwrI dw Awdwn pRdwn krnw Aqy vDIAw ihaumYn irsorsz AmlW leI ibzns nUM iks qrHW dw bxwauxw hY[ tr`ikMg AYc Awr kYnyfw dI sI eI E eyNjlw spilMtr dw kihxw hY ik hux q`k swfI swfI AYc Awr srkl sweIt ‘qy 600 qoN v`D PlIt mYnyjr gey hn Aqy aunHW ny ies ‘c id`qI jwxkwrI dw lwB auTwieAw hY[ aunHW dw kihxw hY ik aunHW dw ieh ivSvws hY ik sksYSn plYinMg dI iks qrHW loV pYNdI hY[auh PlItW dy mwlk ijhVy Awpxy Biv`K dIAw loVW leI Awpxy krmcwrIAW nUM hunrmMd bxw lYxgy aunHW nUM ies dw ikMnw Pwiedw hovygw Aqy ies qrHW auh ikMny kwmXwb ho skxgy[ spilMtr dw ieh vI kihxw hy ik knyfIAn tr`ikMg AlwieMs dy ‘bilaU irbn twsk Pors Aon dw frweIvr SOrtyj’ ‘c Aqy kwnPRMs borf AwP kYnyfw v`loN ikhw igAw hY ik mwihr frweIvrW nUM l`Bxw ijMnw AOKw hY au`nw hI muSkl hY mwihr mulwzmW nUM Awpxy kol itkweI r`Kxw[ JULY / AUGUST 2014


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Truckers Applaud Agreement to Resume In-transit Truck Shipments Through US The Canadian Trucking Alliance (CTA) says an agreement between the Canada Border Services Agency (CBSA) and US Customs and Border Protection (CBP) is a big step towards realizing one of the key outcomes of the Beyond the Border (BTB) Action Plan – the restoration of carriers’ ability to conduct in-transit movements of Canadian domestic shipments through the United States. It was revealed earlier this week the two agencies had reached a harmonization agreement on the data required for domestic goods transiting through the other country. Under the Action Plan, the two countries agreed to develop by June 2012 “common sets of data elements required for … domestic shipments which transit through the other country,” with implementation by December 2013. “This data harmonization agreement is an overdue but extremely important development,” says David Bradley, CTA’s president and CEO. However, CTA is not claiming victory just yet. Implementation could be delayed if the customs agencies require both countries’ systems to be able to accept each other’s information electronically, something the Alliance has been told could take years. Consequently, CTA is proposing

the introduction of interim measures – e.g., a pilot project or trial – which would utilize the harmonized data set and allow for resumption of in-transit truck shipments at least on a limited basis. “It would be a shame to see the true benefit of the agreement – the resumption of in-transit movements – delayed indefinitely over systems issues,” says Bradley. “The agreement demonstrates a commitment by both CBSA and CBP to move forward, so we are hopeful they will be receptive to exploring interim measures to accommodate in-transit shipments.” For many years, instead of moving domestic shipments (e.g., Toronto-Calgary) across the top of the lake head, it had been common practice for Canadian carriers to transit through the United States on safer, multi-lane divided highways to avoid inclement weather, reduce wear and tear on vehicles, improve fuel efficiency, and provide drivers with more access to rest areas. Since the goods were not entering the U.S. for consumption or being offloaded or stored, they could enter with minimal documentation. At the same time, many U.S. domestic shipments (e.g., mail entering Canada at Buffalo, re-entering the U.S. at Detroit)

also move in-transit through Canada. However, U.S. policy changed in the aftermath of 9/11 to classify in-transit shipments as international loads, subject to full documentation and advanced e-manifest submission to CBP. This effectively ended in-transit shipments through the United States for Canadian carriers. (Canada did not follow suit, which created an uneven playing field where U.S. domestic shipments could still move in-transit through Canada while Canadian domestic shipments were denied similar access to the United States). The restoration of in-transit shipments is one of two key measures CTA has been championing since before the BTB process. The other, which also has the support of the American Trucking Associations and business groups on both sides of the border, is relaxing the restrictions on foreign drivers from repositioning their own empty trailers. “The current rules which determine when a foreign carrier can use one of its drivers to reposition its own empty trailers in the other country are inconsistent, inefficient and incompatible with modern logistics practices,” says Bradley.

No Restart Suspension in House Bill

hwaUs ib`l ‘c rIstwrt sspYNSn jWdw l`gw

Last month’s Senate Committee effort to suspend the current 34-hour restart provision of the U.S. hours of service rule took a hit when the House of Representatives passed its own appropriations bill that does not contain such a provision. A US Senate Appropriations Committee previously voted on an amendment to suspend the current 34-hour restart, although it would have still required conferencing with the language in the House Bill, approved by both bodies, and signed by the President According to Heavy Duty Trucking, observers expected to see a similar floor amendment in the House bill. However, that didn’t happen. HDT suggests a highway fatality involving comedian Tracy Morgan may have changed the political climate for a proposed restart suspension. The future of the proposed suspension now comes down to the House and Senate conferring on their separate transportation appropriations bills, reports HDT. The full Senate is scheduled to to take up its bill, which includes the amendment next week. However, there could be a move to take out the suspension amendment.

ipCly mhIny sYnyt kmytI dI aus koiSs nUM krwrw Jtkw l`gw jdoN AmrIkw dy mOjUdw 34 GMty dI rIstwrt inXm dI Dwrw nUM A`gy pw ky hwaUs AwP rIpRIzYNtyitv v`loN ies qrHW dy inXmW vwlw ib`l pws kr id`qw ijs ‘c ies qrHW dI koeI Dwrw hI nhIN[ ku`J icr pihlW hI AmrIkw dI synyt AYpropIReySnz kmytI ny ie`k soD ‘qy votW pweIAW ijs ‘c mOjUdw 34 GMty dy rIstwrt inXm nUM muA`ql krn leI ikhw igAw sI[ pr ies ‘c BwvyN ieh vI ikhw sI ik ies sbMDI vrqI geI BwSw dw hwaus ib`l ‘c cMgI qrHW slwh mSvrw kr ilAw jwvy Aqy ies qoN bwAd hI ieh dovW sdnW qoN pws ho ky rwStrpqI dI mnzUUrI leI jwvy[ hYvI ifautI tr`ikMg Anuswr ku`J lokW dw kihxw hY ik aunHW nUM ieh Aws hY ik dovW sdnW ‘c ies ‘c ku`J pRkwr dIAw soDW vI ho skdIAW hn[ pr ieh g`l DrI DrweI rih geI[ Aqy ies qrHW dw ku`J vI nhIN vwpirAw[ AYc fI tI dw kihxw hY ik ho skdw hY ik kwmyfIAn trysI mOrgn nwl vwpry hweIvyA hwdsy kwrn qzvIjI rIstwrt sspYNSn leI isAwsI hvw bdl geI hovy[ AYc fI tI dw ieh vI mMnxw hY ik hwaUs Aqy sYnyt ‘c ieh sspYNSn aunHW dIAW AwpxIAW qrjIhW dy ADwr ‘qy pyS hovy[ sYnyt ‘c ieh ib`l Agly hPqy Aw irhw hY[ho skdw hY ik ies qrW dI g`l c`ly ik ies ‘coN sspYNSn dI soD k`F hI leI jwvy[



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tr`kW vwilAW v`loN tr`kW dI iSpmYNt ‘c ien-trWizt tr`k iSpmYNt nUM dubwrw lwgU krn dw svwgq ien trWizt plYn dw Bwv hY ik AmrIkw dIAW vsqW knyfw rwhIN AmrIkw ‘c iljwx jW knyfw dy smwn nUM AmrIkw rwhIN knyfw iljwx dI Ku`lH [ knyfIAn tr`ikMg AlwieMs (sI tI ey) ny kYnyfw bwrfr srivsz eyjMsI (sI bI AYs ey) Aqy XU AYs kstmz AYNf bwrfr pRotYkSn (sI bI pI) v`loN kIqy smJOqy bI tI bI (bIXONf dw bwrfr) plYn dw svwgq kIqw hY[ies plYn rwhIN knyfw dy smwn nUM AmrIkw rwhIN knyfw Aqy AmrIkw dIAW cIzW nUM knyfw rwhIN AmrIkw iljwx dI Ku`lH hovygI[ ies plYn rwhIN dovyN dySW ny jUn 2012 q`k GrylU auqpwdn sbMDI sWJy sY`t nUM iqAwr krnw Aqy dsMbr 2013 q`k nUM ies nUM lwgu kIqw jwxw sI[ sI tI ey dy muKI Aqy mu`K pRbMDk fyivf bRYflI ny ikhw hY ik BwvyN ik ieh Ajy lwgu hoxw hY pr ieh bhuq vDIAw hY[ pr sI tI ey Ajy ies nUM AwpxI ij`q nhIN smJ rhI[ ies dw lwgU hoxw hor vI A`gy pY skdw hY jy kstm eyjMsIAW v`loN ieh zrUrI kr id`qw igAw ik dovyN dyS ibjleI XMqrW rwhIN jwxkwrI dyxw mMnx [ pr AlwieMs dw kihxw hY ik ieh g`l mMnx leI keI swl vI l`g skdy hn[ ies dOrwn sI tI ey ku`J AMqirm FMg Apnwaux lwgU krn dI mMg kr irhw hY- ijvyN pwielt pRojYkt jW tRwiel- ieh BwvyN Coty p`Dr ‘qy hn pr ies qrHW ien- tRWizt lwgU ho skygI[ brYflI dw kihxw hY ik ies smJOqy dy AslI PwieidAW nUM nw dyKxw bhuq mwVI g`l hovygI[ aunHW Anuswr ies smJOqy Anuswr aus vcnb~Dqw dw pRgtwA nzr AwauNdw hY jo sI bI AYs ey Aqy sI bI pI v`loN hor A`gy vDx sbMDI kIqI hY Aqy swnUM ieh Aws hY ik ien- tRwizt iSpmYNtW dy vDIAw hox leI ies rwhIN hor vDIAw FMg qRIky vI l`By jw skdy hn [ keI swlW qoN ieh g`l vyKx ‘c AweI hY ik trWto qoN kYlgrI knyfw ivclI iSpmYNt leI knyfIAn kYrIArz v`loN AmrIkw ivclw rsqw ApxwieAw jWdw irhw hY[kwrn ieh ik auh vDyry sur`iKAq, keI lynW vwlw, G`t mwVy mOsm vwLw, vhIkl dI hwlq qy GsweI ‘c PwiedymMd dy nwl hI frweIvr nUM Arwm krn leI vDyry QwvW vwLw hY[ikauN ik ienHW tr`kW ‘qy l`dIAW hoeIAw vsqW dI vrqoN AmrIkw ‘c nhIN hoxI huMdI Aqy nw hI ienHW nUM au`Qy stor krnw huMdw hY ies leI ienHW sbMDI kwgz p`qrW dI vI loV G`t hI pYNdI hY[ies dy nwl hI AmrIkw dIAW keI GrylU iSpmYNtW ijvyN bPlo qoN knyfw ‘c dwKl hox vwLI Aqy dubwrw iftroiet rwhIN JULY / AUGUST 2014

AmrIkw jwx vwLI myl vI swrI knyfw rwhIN hI muV AmrIkw ‘c dwKl hMdI hY pr 9/11 dy hmly qoN bwAd AmrIkw dI pwilsI bdl geI sI Aqy ien- trWizt iSpmYNt nUM v`K v`K ihis`AW ‘c vMifAw igAw sI ijs nUM v`K v`K kwgz p`qrW dI loV pYx l`g peI[nwL hI sI bI pI nUM pihlW hI eI sbimSn dI loV vI pYNdI hY[ pr knyfIAn kYrIArW dIAW iSpmYNtW jo AmrIkw rwhIN ho ky jWdIAW sn auh bMd ho geIAW sn[(pr knyfw ny ies qrHW nhIN kIqw ijs kwrn knyfw leI mukwbly dw p`lVw nw brwbrI vwLw irhw[ AmrIkw dIAW vsqW nUM qW knyfw rwhIN iPr AmrIkw jwx dI Ku`lH sI pr ieh Ku`lH knyfw iSpmYNt

leI nhIN sI[) ien- tRWizt nUM bhwl krn dI vI ie`k mMg sI ijhVI sI tI ey v`loN bI tI bI pRosY`s qoN pihlW kIqI jw rhI sI[ dUjI mMg ijs dI hmwieq AmrIkn tr`ikMg AYsosIeySn vI kr rhI sI Aqy dovW pwisAW dy ibzns gru`p vI kr rhy sn auh ieh sI ik ivdySI frweIvrW ‘qy Awpxy KwlI trylrW nUM rI- pozISn krn ‘qy pwbMdI htweI jwvy[ brYflI dw kihxw hY ik mOjudw rUl ik iksy hor dyS dw kYrIAr Awpxy KwlI kIqy trylr nUM rIpozISn krn leI kdoN iksy Awpxy frweIvr qoN rIpozISn krvw skdw hY, ieh iblku`l hI mOjUdw inXmW Aqy isDWqW dy ault hY[


Auto Review


ith changing fuel efficiency standards, more and more vehicle makers are coming up with unique ways to meet the 2016 regulations. Whereas other manufacturers have turned to hybrid technology, diesel, or smaller motors, BMW has combined some of these to introduce the new 328d (diesel). Not only is this 4-cylinder turbo diesel sedan more fuel efficient, it produces more power than the previous gas version inline 6-cylinder.

2014 BMW 328d-xDrive

Legacy Retained

BMW introduced a diesel with the 335d a few years ago, but due to the lack of xDrive and its so-so fuel efficiency, sales were not as high as expected. Mind you, that 335d did produce a tire-scorching 425 ft-lbs of torque. Fast forward to 2014, and the new BMW 328d sedan is causing quite a stir with buyers. The exterior of the 2014d is retained from the 2012 3-series make-over and in my humble opinion, this is a great looking car. Tailored lines, an aggressive front end, and an overall larger, wider body make this car look great, whether standing or moving. Three trim lines are available: Sport, Modern, and Luxury, and my test vehicle was a beautiful Havanna Metallic 328d equipped with the Modern Line package. The vehicle came loaded with most of the

wider and longer; in fact, it’s now almost the same size as a 5-series from 10 years ago. Now, the new 3-series can be considered a great family car. Being a sports-car oriented guy, I would surely add a lip spoiler to the rear for a more aggressive look. The inside of the 328d is quite nice and simple, but a tad bland at the same time. When the vehicle was overhauled in 2012, BMW designers should have taken the opportunity to introduce a more contemporary interior. That being said, BMW did an excellent job in using only the best soft plastics on the lower dash and along the door trims – there is much less chance of these areas being scratched or scuffed compared to earlier trim plastics. Since the vehicle is now larger and wider, there is excellent room for all occupants; during the test drive, one of my friends, who is over 6 feet tall, expressed how he didn’t feel cramped in the rear anymore. Kudos to BMW for getting this right. The iDrive system is getting better and more user friendly, but still lacks the refinement of Audi’s Multi-Media Interface, which is just so much more intuitive. In defence of BMW though, it still makes one of the best LCD screens on the market. Colours are rich, images are crisp and clear, and the 3D navigational graphics are very detailed. The screen also shows off one of the best Surround View systems in any car in the industry, and all buyers should definitely pay for Reviewed by: this package because it is invaluable J. Dhatt - SJ Power Media Inc. when parking. One question, however, that I have is why does such a goodlooking screen look like an aftermarket bells and whistles, such as the Premium Package, Comfort Package, bolt-on? Previous generations had the screen molded into the dash, Lighting Package, Navigation Package, and of course, xDrive. whereas this new design looks out of place. You missed the ball When the 3-series underwent a complete and dramatic overon this one, BMW. But come on now, enough with the design elehaul in 2012, I applauded the welcome changes. For those of you ments; where the new 328d shines is on the road. The new 2.0L who remember, the previous generation of the 3-series was a “snug” 4-cylinder turbo diesel engine is an absolute gem. This is no longer car, with limited spacing for rear passengers. This new body is now your grandfather’s diesel, which was loud, smelly, and lacked much 46


Car Review torque. The N47 engine only produces 180 hp, but spews out 280 lb-ft of torque. For you number geeks, yes it is less hp than the gasoline powered equivalent, but this diesel-sipping sedan gave me an astounding 6.6L/100 kms, considering I did mostly city driving. Yes, I did have the Automatic Start/Stop feature enabled, but this is an all-wheel drive car. Since the weather was nice, I wasn’t able to really test the xDrive system, but BMW guarantees that it’s one

different driving modes, like Sport, Normal, and Eco. This feature is an additional charge in Audi. Driving the 2014 BMW 328d for a week, I was hard-pressed to find much to fault with the car. I only had a couple of issues. The first is the iDrive and placement of the LCD screen, which have already been discussed above. The second “inconvenience” is that the diesel engine is slightly noisy, especially when cold. No, it’s not

sure-footed machine, and I believe it. There is ample low-end torque to get this sedan moving quickly and acceleration is smooth and effortless, thanks to the 8-speed ZF transmission; shifting is almost imperceptible. The new 328d also has a fantastic suspension that adjusts to how you drive the car. In the city, the car absorbs almost all the nuances of the road, like a luxury car should. But throw the car around some curves, and the steering and suspension work in synchrony to provide excellent feedback to the driver. Add the perfect 50/50 weight distribution and this car offers the perfect balance of sport and luxury. Another aspect of BMW that I really like is that you don’t get charged for the

overbearing, but it’s there and you become accustomed to it. I found this a bit surprising because BMW’s 535d has virtually no engine noise, and it too is a diesel. Better soundproofing and more anti-vibration technology would have done the trick in the 3-series as well. Diesel technology has come a long way and newer diesel cars offer more torque while providing excellent fuel economy. The 2014 BMW 328d, supplied by Brian Jessel BMW, is an exceptional sedan that lives up to BMW’s slogan as the, “ultimate driving machine.” We highly recommend this vehicle. The 2014 BMW 328d starts at $47,700, which is quite a bargain, while my well-equipped test vehicle totalled $56,115.

nrm afriQkqf dy smyN ivwc quhfnUM aijhf Aupkrx cfhIdf hY jo ijafdf hMZxsfr hovy. jdoN qusIN loz-ikMg nUM cuxdy ho, qF quhfnUM srvAuWqm izjLfien aqy vDIaf purijaF vflf tRylr imldf hY ijsnUM ijafdf Bfr Zox aqy sfloN sfl cwlx leI bxfieaf igaf hY qF jo quhfnUM vwD qoN vwD mwul moV sky.

loz-ikMg tRylr - hlkf, mjLbUq aqy ijafdf hMzxsfr. ijLafdf jfxkfrI leI afpxy nyVy dy zIlr nUM imlo



Trucking: Market Exposure


Market Exposure tr`ikMg:

mwrikt q`k phuMc mukwbly dI ies dunIAw ‘c mwrikt q`k TIk pRBwv C`fx dI hr In this competitive world, the right market exposure is a must ibzns nUM loV hY[ mwrikt q`k puhMc jW pRBwv qoN myrw Bwv for any business. By market exposure, I mean how a company hY ik koeI kMpnI bwhrlIAW mwriktW q`k ikvyN phuMc krdI is exposed to the outside markets. It’s important that the owner hY[mwlk leI ieh bhuq zrUrI hY ik auh Awpxy ibzns sbMDI should think highly of their business, but in the business world vDIAw socy pr ibzns dI dunIAw ‘c ieh izAwdw zrUrI hY ik hor what matters is what others think of the company. To make an quhwfI kMpnIy bwry kI socdy hn[jy bwhrlI dunIAw ‘qy vDIAw pRBwv effective impact on the outside world, a company needs to spend pwauxw hY qW ie`k kMpnI nUM mwrkIitMg Kyqr ‘c kwPI Xqn Aqy ies considerable time and effort in the marketing arena. Knowledge leI kwPI smW dyxw pvygw[kwmXwbI leI sB qoN pihlI of the industry in which the company is established g`l ieh hY ik aus ieMfstrI dI pUrI jwxkwrI ijs ‘c is the first requirement to be successful. The comquhwfw ibzns hY[tr`ikMg ieMfstrI ‘c ijhVI glqI mon mistake company owners make in the trucking Awm kIqI jWdI hY auh ieh hY jdoN frweIivMg qjrby nUM industry is to confuse driving experience with indusieMfstrI dy igAwn nwL rl g`f kr ilAw jWdw hY[tr`k try knowledge. Driving a truck is one thing, running a clwauxw ie`k g`l hY pr tr`ikMg kMpnI clwauxw ie`k trucking company is something else. One can become v`KrI g`l hY[ cwr jW pMj swl dy frweIivMg qjrby qoN a very professional driver after four or five years of bwAd koeI pROPYSnl frweIvr qw bx skdw hY pr ieh experience, but may not be successful in operating a zrUrI nhIN ik auh tr`ikMg kMpnI clwaux dw vI mwihr trucking company. - Dara Nagra bx jwvy[ Planning is the key to be successful in any busiMBA PMP ® hr ibzns dI kwmXwbI ies dI plYinMg ‘qy inrBr ness. Before starting a trucking company, a business krdI hY[tr`ikMg kMpnI SurU krn qoN pihlW ie`k ibzns plan needs to be developed. A business plan preciseplYn dw hoxw zrUrI hY[ ie`k ibzns plYn ‘c sMKyp rUp ‘c ly defines the business model, identifies goals, and serves as a ibzns mwfl, iesdy inSwny Aqy kMpnI dI Jlk dyxI zrUrI hY[ company’s vision. The basic components include a current and mu`FlIAW g`lW ‘c Swml hn- hux dI Aqy proPormw bYlYNs SIt, pro forma balance sheet, an income statement, and a cash flow Awmdn stytmYNt kYS Plo dw ivSlySx[ ies dw ieh Pwiedw huMdw analysis. It helps to allocate resources properly, handle unforehY ik qusIN Awpxy soimAW nUM shI FMg nwl vrq skdy ho, lupq seen complications, and make good business decisions. Because musIbqW dw mukwblw kr skdy ho Aqy ibzns sbMDI TIk PYsly lY it provides specific and organized information about the comskdy ho[ kwrn ieh hY ik ies nwl kMpnI dI Kws Aqy sMgiTq pany and how one can repay borrowed money, a good business jwxkwrI imldI hY Aqy ieh vI soc ilAw jWdw hY ik auDwr leI plan is a crucial part of any loan application. Additionally, it geI rwSI ikvyN vwps krnI hY[ ibjns sbMDI vDIAw plYn hI becomes the base of your operations. Your customers, partners lon AYplIkySn dw Kws ih`sw hY[nwL lgdI g`l ieh vI hY ik ieh and employees (drivers, dispatchers) know how your business is quhwfy kMm kwj dw ADwr bx jWdI hY[quhwfy gwhkW, BweIvwlW Aqy organized. The business plan should address some basic queskrmcwrIAW ( frweIvr,ifspYcr) nUM vI pqw l`g jWdw hY ik ieh tions like: ibzns ikvyN c`ldw hY[ibzns plYn ‘c hyT ilKy svwlW dw h`l • What service or product does your business provide and hoxw cwhIdw hY: what needs does it fulfill? * quhwfw ibzns ikhVy profkt Aqy syvwvW idMdw hY Aqy ikh• Who are the potential customers for your product or service VIAW loVW pUrIAW krdw hY? and why will they purchase it from you? * quhwfy sMBwvI gwhk ikhVy ho skdy hn Aqy auh ieh syvw jW • How will you reach your potential customers? cIz quhwQoN ikauN lYxgy? • Where will you get the financial resources to start your busi* qusIN Awpxy sMBwvI gwhkW q`k phuMc ikvyN krogy? ness? * Awpxw ibzns SurU krn leI qusIN srmwieAw ik`QoN lEgy? In order to come up with a good business plan, one needs to ie`k cMgI ibjns plYn bxwaux leI loV hY mwrikt dI Koj Aqy spend some time on market research and analysis. This analysis 48


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Trucking: Market Exposure is necessary to make a distinguishing position in the market. In every market there is competition. In trucking the competition includes, but is not limited to: • Competitive Freight Rates and Terms • Established Carrier Companies • Numerous Small Companies (Owner/Operators) The business plan needs to detail the strategy to operate within the premises of competition shown above. The business strategy needs to identify and define the target market segment within the bigger transportation market. The different market segments a trucking company can explore are: • General Freight • Specialized Freight • Long Haul (Highway) • Short Haul (Local) • Closed Border • Open Border • Full Truckload • Less Than Truckload (LTL) • Container Movement Throughout the year, trucking business owners keep themselves occupied in managing the day to day business operations. The operational activities include but are not limited to: • Finding good, profitable loads or freight contracts • Ensuring loads on return trips • Billing/Invoicing freight brokers • Managing cash flows (accounts receivable/payables) • Driver recruitment and retention • Payroll and incentives for staff • Equipment service and maintenance • Paperwork, record keeping, permit renewals • Safety and Compliance issues • Technology infrastructure (computers, software) • Business Continuity (preventing and avoiding interruptions) The list can go on and on. With these many activities occupying the truck business owner’s mind, it is obvious that there is not enough time to think strategy. But, what is Strategy? Strategy is the direction and scope of an organization over the long-term: Which achieves an advantage for the organization through its configuration of resources within a challenging environment, to meet the needs of markets and to achieve higher profits for the organization. In general, the company strategy answers the following questions: 1. Where is the business trying to get to in the long-term (Direction) 2. Which markets should a business compete in and what kinds of activities are involved in such markets? (Markets;

ivSlySx dI[ies ivslySx dI loV ies leI hY qW ik mwrikt ‘c vDIAw siQqI bxweI jw sky[ mukwblw qW hr mwrikt ‘c hI hY[tr`ikMg ‘c mukwblw qW hY pr ieh ienHW hyT ilKIAW g`lW q`k hI sImq nhIN hY: * BwVy dIAW mukwbly dIAW drW Aqy SrqW * sQwpq kYrIAr kMpnIAW * Axigxq CotIAW kMpnIAW (Enr/Awprytr) ibjns plYn ies qrHW dI hoxI cwhIdI hY jo au`pr ilKy mukwbly ‘c kMm krn dI ivDI iqAwr krdI hovy[ ies v`fI tRWsport mwrikt ‘c ies qrHW dI ibjns plYn hoxI cwhIdI hY jo kMm krn sbMDI pUrw ivsQwr dyvy[tr`ikMg kMpnI hyT ilKy KyqrW dIAW sMBwvnwvW l`B skdI hY: • jnrl Pryt • spYSl Pryt • lONg hOl ( hweIvyA) • SOrt hOl ( lokl) • klozf bwrfr • Epn bwrfr • Pu`l tr`k lof • tr`k lof qoN G`t ( AYl tI AYl) • kMntynr mUvmYNt swrw swl tr`ikMg ibzns mwlk Awpxy Awp nUM rozwnw dy kMmW dy pRbMD krn leI lweI r`Kdy hn[ ienHW AwprySnl kMmW ‘c hyT ilKIAW g`lW Swml hn: * cMgy Pwiedy vwLy lof jW Pryt kWtrYkt l`Bxy * ieh insicq krnw ik vwpsI ‘qy vI lof imlx * Pryt bRokrW nUM ibilMg/ ienvoAies ByjxIAW * kYS Plo dw pRbMD (lYx/dyx vwLy Kwqy) * frweIvr r`Kxy Aqy nUM itkweI r`Kxw * stwP dI py rol bxwauxI Aqy h`lwSyrI idMdy rihxw * swz smwn dI srivs Aqy sWB sMBwl * pyprvrk, irkwrf kIipMg, primt rInIaUl * syPtI Aqy kMplwieMs msly * qknIkI qwxwbwxw ( kMipautr, swPtvyAr) * ibzns nUM inrMqr cldy r`Kxw (rukwvtW qoN bcxw Aqy rokxw) ieh ilst qW ijMnI mrzI vDw lE[ jy tr`k ibzns dy mwlk dy idmwg ‘c ieMnIAW g`lW hn qW spSt hY ik aus kol kwrjnIqI bxwaux leI bhuqw smW nhIN bcdw[ pr kwrjnIqI hY kI? kwrjnIqI ie`k sMsQw dI lMby smyN leI ie`k syD Aqy kwrj Kyqr hY- ijhVI sMsQw nUM iml rhy sImq swDnW Aqy ies nUM pyS vMgwrW dy bwvjUd v`D qoN v`D munwPw kmwauxw hY[Asl ‘c kMpnI dI kwrjnIqI hyT ilKy svwlW dw jvwb hY: 1. ibzns lMby smyN ‘c iks idSw v`l jwx dI koiSS krygw?( idSw) 2. ibzns nUM ikhVIAW mwriktW ‘c mukwblw krnw cwhIdw hY Aqy aunHW mwriktW ‘c ikhVy ikhVy kMm Swml hn? (mwrikt; skop) 3. ienHW mwriktW ‘c ibzns horW nwloN ikvyN vDIAw pRdrSn


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Trucking: Market Exposure Scope) 3. How can the business perform better than the competition in those markets? (Advantage)? 4. What resources (skills, assets, finance, relationships, technical competence, and facilities) are required in order to be able to compete? (Resources)? 5. What external or environmental factors affect the businesses’ ability to compete? (Environment)? 6. What are the values and expectations of those who have influence in and around the business? (Culture)? In Summary, Strategy is a plan, a “how,” a means of getting from here to there. Strategy is a pattern in actions over time; for example, a trucking company that regularly markets very specialized and expensive freight transportation is using a “high end” strategy. Strategy is position; that is, it reflects decisions to offer particular products or services in particular markets. Strategy is perspective, that is, the vision and direction a transportation company needs to take in order to establish its existence and to compete with other similar transportation companies.

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May Trailer Net Orders Up 52% Year over Year The trailer industry booked 22,300 net orders in May according to the most recent State of the Industry: U.S. Trailers published by ACT Research Co. (ACT). “May net orders rose 52% year over year,” said Frank Maly, Director – CV Transportation Analysis and Research at ACT. “Backlog, build, inventory and shipments were all off from April, but the changes were minimal, all less than 1% on a month over month basis. This stability provides a solid foundation for the industry as we move into the summer and fall build season,” he added. Maly said that production rates should remain relatively unchanged over the next few months and the orderboard should continue to support the industry to the next order season this coming fall.

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Desi News

FMCSA Grants Livestock Haulers Exemption From 30 Min Rest Break

AYP AYm sI AYs ey v`loN lweIv stOk Foox vwilAW nUM id`qI 30 imMt bryk qoN Cot

The Federal Motor Carrier Safety Administration (FMCSA) announced that interstate drivers of vehicles hauling livestock will be granted a one-year exemption from the 30-minute break requirement during the first eight hours of a shift. This exemption also applies to Canadian drivers operating into and in the U.S. This exemption began June 11, 2014 and expires June 11, 2015. It is applicable during the transportation of livestock (meaning the truck must be loaded) and does not cover operations after the livestock are unloaded from the vehicle. Livestock for the purposes of this exemption means “cattle (including dairy producing cattle), elk, reindeer, bison, horses, deer, sheep, goats, swine, poultry (including egg-producing poultry), fish used for food, or offspring. Further, to be eligible carriers must have a “satisfactory” FMCSA issued safety rating or are “unrated;” motor carriers with “conditional” or “unsatisfactory” safety ratings issued by FMCSA are prohibited from utilizing this exemption.

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Volvo Trucks Names Greig Howlett Regional Vice President for Canada “Greig has a strong record of success in a variety of management positions within the heavy-duty trucking industry and I’m pleased to welcome him to this new role,” said Göran Nyberg, president, Volvo Trucks North American Sales & Marketing. Howlett has held a variety of sales and managerial roles in Canada, the U.S. and Australia during his nearly 30 years in the heavy-duty truck industry. He will be based in the Volvo Trucks Canada office in Mississauga, Ontario. He succeeds Brent Weary, who is retiring after more than 17 years with Volvo Trucks. Weary has led Volvo Trucks’ Canada region since 2003. ‘I am a Volvo Trucker,’ a video introduced in conjunction with Volvo Trucks’ 2014 North American merchandise collection, recently received five Telly awards for creative excellence. The first-person 52

narrative tells the story of modern professional truck drivers, capturing drivers’ passion for trucks and their profession. The video produced by Myjive, Inc. received two silver awards, the competition’s highest honor, and three bronze awards. More than 12,000 videos from all 50 states and five continents were up for consideration at the 35th annual Telly Awards, which recognizes the best in film and video production, online videos and TV segments. “We’re proud of the success and reach of this video to audiences that may not consider the essential role of trucking or professional drivers to our economy,” said Magnus Koeck, Volvo Trucks vice president, marketing and brand management. “This video embodies the Volvo brand values and our unwavering focus on professional truck drivers and the products, services and gear they need to drive progress.”


There are better ways.

Advertise in: tr`kW vwly vIrW dw mYgzIn



ਉ�ਤਰੀ ਅਮਰੀਕਾ ਦੇ ਵਪਾਰ ਨੂ ੰ ਚਲਦਾ ਰੱਖਣ ਲਈ ਤੁ ਹਾਡਾ ਧੰਨਵਾਦ।

FREIGHTLINER TRUCKS AND ITS DEALER NETWORK WANT TO THANK THE SOUTH ASIAN CANADIAN COMMUNITY for your dedication to the trucking industry. We invite you to visit one of our more than 300 full-service dealerships and see our wide selection of trucks featuring exceptional fuel efficiency, connectivity, safety, quality and uptime. Come see how we can help you maximize your profitability.

ਫਰ੍ ੇ ਟ ਲਾਈਨਰ ਟਰੱ ਕ ਸ ਅਤੇ ਉਸਦਾ ਡੀਲਰ ਨੇ ਟਵਰਕ ਸਾਉਥ ਏਸ਼ੀਅਨ ਕੈ ਨੇ ਿਡਅਨ ਸਮੁ ਦ ਾਇ ਦਾ ਟਰੱ ਿ ਕੰ ਗ ਉਦਯੋ ਗ ਪਰ੍ ਤ ੀ ਉਨਹ੍ ਾਂ ਦੇ

ਸਮਰਪਨ ਲਈ ਧੰਨਵਾਦ ਕਰਦਾ ਹੈ। ਅਸ� ਤੁ ਹਾਨੂ ੰ 300 ਤ� ਵੱਧ ਪੂਰਨ ਸੇਵਾਵਾਂ ਵਾਲੀਆਂ ਡੀਲਰਿਸ਼ਪਾਂ ‘ਚ� ਿਕਸੇ ਇੱਕ ਿਵੱਚ ਆਉਣ ਲਈ ਸੱਦਾ ਿਦੰਦੇ ਹਾਂ ਅਤੇ ਬੇਿਮਸਾਲ �ਧਨ ਕੁ ਸ਼ਲਤਾ, ਿਜ਼ਆਦਾ ਕਾਰਜ ਕੁ ਸ਼ਲਤਾ, ਸੰਯੋਜਕਤਾ, ਸੁਰੱਿਖਆ ਅਤੇ ਕੁ ਆਿਲਟੀ ਵਾਲੇ ਟਰੱਕਾਂ ਦੀ ਸਾਡੀ ਿਵਆਪਕ ਚੋਣ ਨੂ ੰ ਵੇਖੋ। ਆਓ ਵੇਖੋ ਿਕ ਅਸ� ਿਕਸ ਤਰਹ੍ਾਂ ਤੁ ਹਾਨੂ ੰ ਆਪਣੀ ਨਫ਼ਾ ਕਮਾਉਣ ਦੀ ਸਮਰੱਥਾ ਨੂ ੰ ਅਿਧਕਤਮ ਬਣਾਉਣ ਿਵੱਚ ਮਦਦ ਕਰ ਸਕਦੇ ਹਾਂ।

To find a Freightliner dealer near you, visit

ਆਪਣੇ ਨੇ ੜੇ ਦਾ ਇੱਕ ਫਰ੍ ੇਟਲਾਈਨਰ ਡੀਲਰ ਲੱਭਣ ਲਈ, ਤੇ ਜਾਓ

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL /MC-A-1339. Specifications are subject to change without notice. Copyright © 2014 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.




Have What It Takes

Tiger Tool is here to make sure technicians around the world have what it takes to get the job done, and done right.

Strut Compressor Safely and efficiently removes and installs the spring-over steering stabilizer found on most self-steering axles. 90102


Pin & Bushing Core Kit

King Pin Press

Removes and installs both rubber-isolated and threaded pins and bushings without removing the spring packs from the axle.

Designed for use on straight and tapered king pins from 7⁄8” to 2 5⁄32”. Generates over 46,000 lbs of force and weighs only 30 lbs.



1.800.661.4661 | JULY / AUGUST 2014




BFGoodrich® tires have conquered Baja races, rock walls and race tracks around the world. We’re also proud of helping truckers take control on highways every day. Our new BFGoodrich® DR454 line haul drive tire is SmartWay®- verified, optimized for fuel efficiency and delivers long, even wear. So you know this is a tire you can trust for miles 55 and miles. Visit TM




Desi Trucking - Western  
Desi Trucking - Western  

July August 2014