SOLUTIONS through INNOvaTION
Hendrickson understands the medium- and heavy-duty trucking industry and the challenges it faces every day. We are poised to supply Solutions through InnovationTM by drawing on our 100 year legacy of superior design, quality manufacturing and superb customer service. We deliver lightweight, durable, innovative suspension systems and components required to carry freight around the globe. Hendrickson looks forward to serving the medium- and heavy-duty commercial vehicle industry today and for the next 100 years.
MAY / JUNE 2014
MAY / JUNE 2014
CONTENTS ADVERTISERS Ace Truck Repairs ............................ 31 BD Diesel Performance ......................... 34 Castrol Lubricants ................................ 63 CBS Parts Ltd ................................... 13 Challenger .............................................. 5 Champion Towing ............................. 30 Coastline Transmission ..................... 22 Comfort Air ......................................... 50 Cool Heat Truck Parts ...................... 24 Cool it Truck Parts .......................... 36 Cummins ............................................. 25 Eastside Towing .................................. 30 Finning CAT ....................................... 34 First Truck Centre ............................... 11 Fort Garry Industries (FGI) .................... 53
08 14 26 20 44 46
Harley Davidson Motorcycles ........... 27 Hendrickson ....................................... 2-3 Howes Lubricators ............................... 9 Inland Kenworth .................................. 60 Jaguar / Land Rover ................................ 7 Kal Tire ........................................... 49, 51
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Trucking - It’s A Business tr`ikMg-ieh ie`k ibzns hY
The Big Chill on Driver Supply frweIvrW dI v`fI Gwt
What is Your Credit Score?
- Pash Brar
Freight Brokering in the United States
- Sonia Nanda
Surviving Major Accidents
by JAG DHATT
- Ken Davey
Applying Business Strategy in Trucking - Dara Nagra
Freightliner .......................................... 38 Gold Key Insurance ............................. 35
Winter speed limiters and wrecks
18 38 46
MICHELIN CANADA - Business Profile FREIGHTLINER - Business Profile WAKEFIELD CANADA - Business Profile
Kam-Way Transportation Inc .............. 47 Kingpin Trailers - Hyundai Translead .... 33
24 sI AYs ey pRogrwm ‘c ho rhy suDwr dy bwvjUd loV hY hor qbdIlIAW dI
MDF Tire Canada Inc ......................... 29
25 Airtronic NG Commercial: Espar presents natural gas heating for trucks
Mercedes-Benz Langley ..................... 23
30 frweIivMg dw kMm SurU krn leI zrUrI SrqW
Michelin ................................................ 19 NSC Compliance .................................. 45 Ocean Trailer .................................. 30, 41 Pat’s Driveline ..................................... 17
40 Supporting Women in Freight Transportation, First Meeting at Truck World 42 AweI bI sI dy kwrgo kRweIm pRIvYNSn pRogrwm dI knyfIAn tr`kW vwilAW v`loN hmwieq 49 Volvo Trucks Welcomes New Full-Service Dealer Facility in New Mexico
Peterbilt Trucks ................................... 64
51 APHIS Proposes 205% Fee Increase For Cross-Border Truckers
Pike Enterprises Ltd ............................. 31
58 Don’t reinvent the wheel, take control of it with our solutions!
Tiger Tool .......................................... 59 Truck West Collision .......................... 29 Truxpo 2014 ....................................... 57 Valley Freightliner Inc ......................... 31
North American Truck Shows
Volvo Group, North America ................ 43 Walker Heavy Duty .............................. 55 Wind Mobile ........................................ 21 Xtreme Polishing & Custom Rigs ......... 32
2014 Audi A7 TDI
A Diesel? What? ... WOW!
ZZ Chrome Mfg Inc ........................... 37 4
MAY / JUNE 2014
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Editor’s Note / sMpwdkI
Endless Learning Before migrating to Canada, I was a high school teacher and as a teacher, I quickly realized that I was still a learner. It doesn’t matter which vocation or field you choose, learning is endless. Last month, the entire Desi Trucking team attended two major Truck Shows in North America: the Mid-America Truck Show in Louisville, Kentucky and TruckWorld in Toronto, Ontario. At these shows, I realized how quickly technology is changing; to keep up with this evolving technology, one must keep their ears and eyes open to learn and keep up. There Dilbag (Ron) Dhaliwal were many new and modified products exhibited in these truck shows, but Walmart’s futuristic truck looked like something out of a Transformers movie. The tractor-trailer, which has taken the Internet by storm, is causing auto geeks to drool with its advanced turbine powertrain, electrified auxiliary components, leading edge aerodynamics, and much much more. I am sure it will change the face of today’s trucking industry. For this issue, our cover story discusses how trucking is a serious business. Trucking is a one of the leading industries, and backbone, of the North-American economy. As one of the most promising industries, it attracts large numbers of new recruits each year. Although most of these newbies are well prepared and have enough knowledge about the industry, there are still many who lack the proper, and required, knowledge and preparation. There are many who believe that these new recruits can damage the industry many ways. As we always say, please learn the rule of the game before you play and keep yourself updated to stay in the game. The Desi Trucking team is doing its part in educating truckers through print and online publications. Please don’t miss the new video section on our website, www. desitrucking.com. God bless you always. Cheers!
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 www.SpicyCreatives.com 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
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JAG DHATT Corporate VP
National & Western Canada
Cell: 604-767-4433 E: firstname.lastname@example.org
Cell: 416-875-3820 E: email@example.com
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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.
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MAY / JUNE 2014
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2014 lYNf rovr Lr2
2014 ryNj rovr evoQue
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ryNj rovr ievok istI ‘c GuMmx iPrn leI au~qm vhIkL hY[iesdI kwrguzwrI, SkqI Aqy au~qm ifzwien, sB ku`J quhwfIAW auNglw dy ieSwirAW qy n`cy[
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2014 Jaguar Land rover canada uLc: mSrP 2014 XF 2.0T: $53,500.00 (excluding freight $1,470 and all applicable taxes and fees). Total list price of $55,960 plus tax includes Pre delivery Expense $495, admin Fee $395, ac Tax $100, and freight $1,470. may require factory orders. 2014 Jaguar Land rover canada uLc: mSrP 2014 Land rover Lr2: $39,990 (excluding freight $1,470 and all applicable taxes and fees). Total list price of $42,450 plus tax includes Pre delivery Expense $495, admin Fee $395, ac Tax $100, and freight $1,470. may require factory orders. 2014 Jaguar Land rover canada uLc: mSrP 2014 range rover Evoque Pure: $47,690 (excluding freight $1,470 and all applicable taxes and fees). Total list price of $50,150 plus tax includes Pre delivery Expense $495, admin $395, ac Tax $100, and freight $1,470. may require factory orders. all offers end may 1st 2014 and are subject to change without prior notice. MAY /Fee JUNE 2014 7
Winter speed limiters and wrecks
he winter of 2013/2014 has been particularly difficult for truck travel on all Canadian highways, particularly Ontario’s 401. Yes, the weather has been a challenge but as commercial drivers we are used to accepting challenges and performing exemplary, and really this winter hasn’t been as bad as many past winters although in the past decade it has stood out as a bad one. That being said, I have never seen a winter where the highways have been closed due to multi vehicle crashes like this one. Sure we have social media that is helping to spread the word in ways that have never been available but our traditional media have always blasted out the news of major incidents. And in the past those major incidents have been few and far between. This season however, there has been a huge multi vehicle pile up twice a week in the same places along the highway where millions and millions of dollars of damage has been the result. While the weather may have been a contributing factor in each of these situations, the weather is NOT the only one. A few years ago, the Ontario government rubber stamped a proposal to force all commercial trucks in Ontario to install speed limiters as a way to promote safety and improve fuel economy. It’s hard to argue against the safety 8
G. Ray Gompf flag and it’s even more difficult to argue against better fuel economy in this world where global warming is mentioned at every turn of our life. Many of us did argue, not against safety or improved fuel economy, but against the real reasons for the implementation of the dangers of speed limiters. With the results of this particular winter season, almost in the history books, maybe it’s time to review the government line presented at the time and take another serious look at the arguments against. The scientific solutions to questions not asked are not holding up in the reality of the real world. Every time a computer takes over a human function, there is a price to pay in the devolution of skill level. Essentially, the speed limiter has removed the requirement for the highly skilled driver to even consider speed as an issue. The speed limiter is set virtually at the speed limit, certainly there isn’t a policeman in the world – except Ohio – that would stop a truck for five kliks over the limit, therefore the driver just drives the truck at the speed limiter limit – allowing the computer to control the vehicle. Now, I’ll deal with the fuel economy issue before tackling the safety issue because I don’t want the fuel economy to be lost. The pundits said that by lowering the speed of trucks, and no there was not blatant speeding of trucks. Yes, some less skilled
drivers thought that it was cool to “hammer down” and go but the overwhelming majority of highly skilled commercial drivers know how to and did operate the trucks with knowledge and skill to get the most out of the truck for the least cost. That’s the goal. Operate efficiently while running legal. It’s difficult because some of the rules are so asinine it boggles ones mind, but that’s a whole different story and worthy of more than 1,200 words all of it’s own. But the overwhelming majority of commercial drivers do follow the rules implicitly. Now, with the speed limiter, the driver just runs “on the pin” all the time. There are still the same pressures that were always present but now there is this psychological additional pressure that has in the back of the driver’s mind that the truck will ONLY do 105 kilometres per hour and therefore he/ she must do the 105 in order to get there on time. The driver was only doing 100 before but now with a speed limiter, there adds another dimension to the challenges of long distance travel. So, now the drivers push the truck down the road “on the pin” and yes, sometimes even when the conditions aren’t ideal. The other issue is the elephant race phenomenon. For much of the eastern half of the 401 the terrain is rolling hills. An “on the pin” driver will come upon a truck at the MAY / JUNE 2014
Winter Speed limiters and wrecks
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Winter Speed limiters and wrecks speed limit so he’ll pull out to pass but the truck won’t go over 105 so on the “downstroke” neither truck can gain much on the other and on the “upstroke”, neither will back off to allow either for a complete pass to take place or to pull back in behind. They go up the hill at ten or twenty kliks below the limit as a result. Clearly, what happens is that the traffic platooning that naturally goes on, on such a highway, that truckers used to avoid like the plague, now forces trucks into those dangerous platoons and when sometimes goes wrong, it goes wrong in a big way. Trucks used to be able to avoid the platooning effect by skill and intent, but now with a computer being allowed to assume control of the speed, the trucks are now into the platoon in a big way and the results in crashes are magnified dramatically. Changes to the hours of service rules have exacerbated the need to “keep going” when common sense would say “shut down’. The facts are simple: The fuel economy has dropped as a result of the speed limiter. Pre limiter, 7.5 miles per gallon was a pretty average norm for summer travel; 6.9 for winter. Post limiter, not too many trucks are exceeding 5.5 miles per gallon. In addition to worse fuel economy, there is now the addition of DEF, a product that is supposed to clean the exhaust output, must be used at additional cost. The DEF tank is causing undue extra maintenance because the coolant lines going into the DEF tank to maintain fluidity of the DEF constantly leaks and downtime is increased. Again, that’s a story that could take another 1,200 words to make any sense. Now, safety. As I said to a friend of mine recently, “don’t get me started” but let’s see what I can do in 200 words. Pre limiter, the average speed of cars on the 401 was 140 kmph. The government couldn’t afford the policing costs to bring the actual speed down to somewhere close to the legal limit. Bring in the trucks. The trucks pretty much traveled at the legal limit but they had the ability to get around one another quickly, then resume their speed. The trucks didn’t block the highway and the fastest of cars didn’t have to slow down too much at all. The cars would crash sure, but usually wouldn’t take out trucks for the most part as a result. Now with trucks not being able to get out of the way quickly, the cars would bunch up in platoons behind the trucks until they cleared the lane ten kilometres down the road. When the lane cleared the cars would speed to get by and often would hit speeds well in excess of 160 kmph. Now add to this a little inclement weather and a passing car, while under acceleration to resume natural speed and to overcome this feeling of being held up, often loose traction and take out the truck they are passing. Often then there are several trucks near the head of the wreck and twenty or more cars all banged up. If, there’s a lot of trucks on the road, there’s going to be many big trucks tied up in the wreck and deaths are going to be a part. So why is this happening in the remainder of Canada? There are very few trucks in Canada that do not travel on Ontario highways. Therefore trucks across the country are required to be speed limiter controlled, therefore, what’s happening in Ontario so happens in the rest of the country. And that’s been the real story of the winter of 2013/2014. It’s not a stellar safety message. 10
iblku`l v`KrI khwxI hY ijhVI ik qkrIbn 1200 SbdW ‘c hI ibAwn kIqI jw skdI hY[ pr bhuq swry kmRSIAl frweIvr ies qrHW dy hn jo inXmW dI ieMn ibMn pwlxw krdy hn[ spIf ilmtr l`gx nwL hux frweIvr pUrw AYksIlytr d`bky r`Kdy hn[ hux vI frweIvrW dy mn ‘qy iehI mnoivgAwink dbwA rihMdw hY ik auh v`D qoN v`D 105 iklomItr spIf pRqI GMtw ‘qy hI jw skdw hY ies leI auh Awpxy itkwxy ‘qy smyN isr phuMcx leI 105 iklomItr dI spIf kwiem r`Ky[ ies qoN pihlW frweIvr jo kyvl 100 iklomItr ‘qy hI jWdw sI nUM hux lMby sPr leI nvIN vMgwr dw swhmxw krnw pvygw[ ies leI jdoN hwlwq AnkUl vI nhIN huMdy qW vI fRweIvr pUrw AYksIlytr dbw ky r`Kdy hn[ dUjw mslw hY msq cwly jwx vwilAW dw[401 hweIvyA dw A`Dy qoN vDyry rsqw phwVI FlwnW vwLw hY[ hux jdoN pUrI spIf d`bky r`Kx vwlw frweIvr jdoN spIf ilimt qy c`lx vwly tr`k dy kol phuMc jWdw hY qW ausnMU pws krn leI frweIvr tr`k qW bwhr k`F lYNdw hY pr tr`k 105 qoN v`D jWdw nhIN Aqy nw hI auqrweI qy 105 qoN v`Ddw hY nW hI dUjy tr`k vwlw AwpxI spIf G`t krdw hY qW ik frweIvr pUrI qrW pws kr sky Aqy cVHweI ‘qy 105 iklomItr qoN spIf qkrIbn 10-20 iklomItr G`t hI rihMdI hY[ swP qOr qy huMdw kI hY ik trYiPk dIAW lMbIAW lweInW l`gx l`gxIAW ijnHW qoN tr`kW vwly bcdy hn pr hux auhnW nUM mjbUrI kwrx Kqrnwk lMbIAW kqwrW dw ih`sw bxnw pvygw[ iek`Ty ho ky c`lx vwLy tr`kW ‘c keI vwr ivGn pYx nwL kwPI Kqrw bixAw rihMdw hY[ pr tr`kW vwLy AwpxI sUJ bUJ Aqy qjrby nwl ies qrHW dy mOky bcwA kr lYNdy hn pr hux kMipaUtrweIzf isstm hox kwrn keI vwr ies qrHW dy mOky iBAwnk t`kr vI ho skdI hY[ syvwvW inXmW ‘c kMm krn dy GMitAW ‘c qbdIlI kwrn cldy rihx dI loV vD geI hY jdoN ik Awm socxI ies qrHW dy hwlwq ‘c rukx leI kihMdI hY[ g`l qW swP hI hY ik spIf ilmtr nwL qyl dI b`cq GtI hY[ spIf ilmtr l`gx qoN pihlW grmIAW ‘c qyl dI AOsq Kpq 7.5 mIl pRqI gYln sI Aqy srdIAw ‘c ieh 6.9 sI[ pr spIf ilmtr l`gx qoN bwAd bhuq swry tr`k 5.5 mIl qoN v`D nhIN k`F rhy[ ies qyl dI GtI b`cq qoN ibnw ie`k hor fI eI AY`P XMqr jo AYgzwst AwaUtpu`t nUM swP krdw hY vI lwaux dw vwDU Krcw ipAw hY[ ies XMqr nwL sWB sMBwl vI vD geI hY ikauN ik fI eI AYP tYNk nUM jwx vwlIAW kUilMg lweInW lIk krdIAW rihMdIAW hn[ ies leI ieh ie`k v`KrI khwxI hY ijhVI g`l spSt krn leI 1200 dy krIb hor SbdW dI loV pvygI[ hux mYN sur`iKAw sbMDI 200 ku SbdW ‘c d`sx dw Xqn krWgw[ spIf ilmtrW qoN pihlW hweIvyA 401 ‘qy kwrW dI AOsqn spIf 140 iklomItr dy krIb sI[ pr srkwr v`loN puils duAwrw ies nUM Asl spIf dy nyVy qyVy vI ilAwaux leI Krc krn dI ihMmq nhIN sI ies leI ieh swrw BWfw tr`kW vwilAW dy isr Pu`tw, spIf ilimtr l`gky[tr`kW vwly insicq spIf dy nyVy qyVy hI rihMdy sn pr aunHW ‘c ieh vI Xogqw sI ik auh ie`k dUjy qoN A`gy lMG ky iPr pihlW vwLI spIf ‘qy hI Aw jWdy sn[ tr`kW vwLy hor trYiPk ‘c AiV`kw nhIN sn bxdy Aqy nw hI aunW krky kwrW vwilAW nUM bhuqw smW hOlI c`lxw pYNdw sI[ kwrW dI t`kr dw kwrn vI tr`kW vwLy nhIN huMdy sn[ pr hux ikauN ik tr`kW vwLy CyqI ie`k pwsy nhIN ho skxgy ies kwrn aunHW ip`Cy kwrW dI lMbI lwien l`g jwxI suBwivk hY Aqy ieh ies qrHW ds iklomItr q`k vI rih skdw hY[ jdoN kwrW nUM A`gy inklx dw mOkw imldw hY qW auh rPqwr ‘c qyzI PV ky 160 iklomItr q`k vI jw skdIAW hn [ jy mOsm QoVwH vI Krwb hovy qW spIf vDwauNdy smyN hoeI dyrI nUM dUr krn leI keI kwrW dI tr`k qoN A`gy lMGx smyN sVk ‘qy pUrI pkV nhIN rihMdI[keI vwr AYksIfYNt hox vwLI QW ‘qy 20-25 kwrW tkrweIAW huMdIAW hn[ jy aus sVk ‘qy bhuqy v`fy tr`k vI cldy hox qW auh vI ies t`kr kwrn Psy ho skdy hn[ keI vwr keI iBAwnk hwdisAW ‘c mOqW vI ho skdIAW hn ieh bwkI knyfw ‘c ikauN vwpr irhw hY? knyfw dy bhuq G`t tr`k hn jo EntwrIE dy hweIvyz ‘qy nhIN jWdy[ies swry mulk Br dy tr`kW ‘c spIf ilmtrW dI loV hY qW ik jo EntwrIE ‘c ho irhw hY aus qrHW hI swry dyS ‘c hovy [ so ieh hY 2013-2014 dI srd ru`q dI Asl khwxI[ieh koeI stYlr syPtI sMdyS nhIN[ MAY / JUNE 2014
MAY / JUNE 2014
by JAG DHATT
knt`kI ‘c hoey imf- AmYirkw tr`k SoA ‘c volvo v`loN Apxy 2014 dy ieMjxW sbMDI d`sidAW ikhw hY ik aunHW v`loN kIqI Aws qoN vI v`D aunHW dy ieMjx Bwv 3% q`k qyl dI b`cq krngy[kMpnI dy muKI gorn nweIbrg ny d`isAw ik kMpnI dy 2014 dy ieMjx eI pI ey dy gRIn AimSn inXmW dy AnukUl hn[ ies dy nwL hI pRqI tr`k ieh swl ‘c 650 fwlr dI qyl dI b`cq krngy[volvo dy rImot fwiegnOsitk isstm nwL vI pRIKx smyN ‘c 70% Gwt AwvygI Aqy murMmq dy smyN ‘c vI 22% b`cq hovygI[
kmnz v`loN vI Awpxy ivkws Aqy gwhkW dI mh`qqw nUM mu`K r`Kdy hoey qyl dy Krcy Gtwaux dy nwL nwL vhIkl dI mwlk v`loN id`qI jwx vwLI ku`L kImq Gtwaux nUM iDAwn ‘c r`iKAw hY[mu`K isstm nUM iDAwn ‘c r`Kdy hoey Awltrnyt iPaulz, knYktf isstm, vyst hIt isstm Aqy Awtomytf trWsimSn ieMtYgrySn v`l Kws iDAwn id`qw igAw hY[ kimnz v`loN nvyN knYktf fwiegnOsitk dI vI GoSxw kIqI hY ijhVw auqpwdn 2015 ‘c Aw jwvygw[
t the Mid-America Truck Show in Kentucky, Volvo announced that their 2014 engines are getting higher fuel economy, up to 3%, than originally expected. President Goran Nyberg also stated that the company’s 2014 engines are compliant with the EPA’s greenhouse gas emissions regulations and that the expected fuel savings should save about $650 a year per truck. Volvo’s Remote Diagnostic system has also led to a 70% decline in diagnostic time and a 22% reduction in repair time. ummins will be targeting customer value in its research and development efforts, with a focus on reducing fuel costs and overall total cost of vehicle ownership. There will be more emphasis on key systems, such as alternate fuels, connected systems, waste heat systems, and automated transmission integration. Cummins also announced its new Connected Diagnostics, which is planned for full production release in 2015.
eterbilt’s new EPIQ package for the Model 579 provides dramatic fuel savings, up to 10%, according to the company. This new package includes a complete aerodynamic package with fairings, sleeper side extenders, full chassis fairings, roof fairings, and a single horizontal exhaust that are all designed to increase vehicle performance and fuel economy. The single cab has also been engineered to increase productivity and driver comfort.
okohama launched two new wide-base tires at the MidAmerica Truck Show. According to the company, the 902L and 709L will feature weight savings that customers are wanting. The 902L is reported to make a huge difference in extreme driving conditions and will also deliver superior traction and high mileage. Both the 902L and the 709L will be available in a 445/50R22.5 size. The 709L, available towards the end of 2014, is designed for long wear and fuel efficiency.
lliance Truck Parts has just released its new EG brake lining option, which is rated for axles up to 20,000 lb. According to the company, when combined with the Alliance brake drum ABP N42A1657VB, the new EG brake linings will provide excellent performance at a great price. Alliance Parts backs its brake linings with a one-year/unlimited mile warranty serviceable at over 800 locations in USA and Canada.
kMpnI Anuswr pItriblt dy mwfl 579 dy nvyN EPIQ pYkyj ‘c qyl dI bhuq, jwxI ik 10%q`k b`cq huMdI hY[ies nvyN pYkyj ‘c PyAirMgz dy nwl pUrw eyArofYnwimk pYkyj, slIpr sweIf AYkstYNfr,Pu`l cysI PyAirMgz Aqy isMgl hOrIzYNtl AYgjwst hY jo vhIkl dI clweI vDIAw bxwaux dy nwL nwL qyl dI b`cq vI krygI[isMgl kYb ies qrHW bxweI geI hY ijhVI vDIAw kwrguzwrI dy nwL frweIvr leI Arwmdyh vI hY[ im`f - AmYirkw tr`k SoA ‘c Xokohwmw v`loN vI mwrikt ‘c do vDIAw twierW nUM vI auqwirAw[ kMpnI dw kihxw hY ik gwhkW dI G`t Bwr dI mMg Anuswr 902L Aqy 709L twier ilAWdy gey hn[902L sbMDI ikhw igAw hY ik ieh hr qrHW dIAW frweIivMg hwlqW ‘c bhuq vDIAw hY[ ieh ij`Qy iZAwdw mweIlyj vI dyvygw au`Qy ies dI trYkSn vI bhuq vDIAw hY[902L Aqy 709 L 445/50R22.5 sweIzW ‘c iml skxgy[709 L ijhVw vDyry hMFxswr Aqy qyl dI b`cq vI krdw hY 2014 dy AMq q`k mwrikt ‘c iml skygw[
AlwieMs tr`k pwrts v`loN hwl ‘c hI nvIN eI jI bryk lweIinMg AwpSn ilAWdI hY ijhVI 20,000 pONf q`k dy AYkslW leI hY[kMpnI dwkihxw hY ik jdoN ies nUM AlwieMs bRyk frMm ABP N42A1657VB nwL lwieAw jwvygw aus smyN eI jI lwieinMg nwL ies dI pRPOrmYNs bhuq vDIAw hovygI pr ies dy nwL hI iesdI kImq vI vDIAw hY[AlwieMs pwrts v`loN bRyk lweIinMg dI ie`k swl dI ibnw iksy mweIlyj dI sImw qoN srivs vwrMtI vI id`qI jWdI hY[ ies shUlq leI ienHW dIAW AmrIkw Aqy knyfw ‘c 800 qoN vI v`D lokySnW hn[
eritor WABCO has introduced its SmartDrive Systems, which offer data and video analytics and deliver critical event video. The SmartDrive will allow fleets to monitor their trucks and significantly reduce potentially dangerous situations. The ProView will deliver the whole picture that will help fleets identify potential root causes of driving issues so that drivers can be better educated. ProView can also be integrated with third-party vehicle systems from any manufacturer.
mYrItr vYbko v`loN smwrtfRweIv isstm ilAWdw igAw hY[ ies nwL fYtw Aqy vIfIE AYnwiltks Aqy ikRtIkl vIfIE imldw hY[ smwrtfRweIv nwL PlItW v`loN Awpxy tr`kW dI ingrwnI r`KI jw skdI hY[ies qrHW Kqrnwk hwlqW ‘coN bicAw jw skdw hY[pRoivaU nwL pUrI qsvIr vyKI jw skygI ijs kwrn kMpnIAW nUM iksy Kws hwlq ‘c kwrnW dw pqw l`g skygw Aqy ijs kwrn frweIvrW nUM vDIAw jwxkwrI id`qI jw skdI hY[ pRovIaU iksy hor pwrtI dy iksy hor kMpnI dy bxy vhIkl nwl vI lwieAw jw skdw hY
endrickson launched its new VANTRAAX ULTRAA-K slider system in March at MATS and will be available in July. This new slider features new technology that will bring superior ride quality while being able to carry more cargo per load. Compared to regular shocks, air spring’s damping capacity does not degrade or diminish over time, thus proaviding zero maintenance. The innovative pivoting mudflap brackets are standard and reduce costs linked with damaged mudflaps and mounting angles.
hYNfirksn v`loN MATS ‘c mwrc ‘c Awpxw nvW VANTRAAX ULTRAA-K nWA dw slweIfr isstm ilAWdw hY jo julweI c imlx l`g pvygw[ nvIAW ivSySqwvW Aqy qknIk vwLw ij`Qy clwaux smyN vDIAw rweIf vwLw hovygw pRqI lof vDyry cu`kx dy vI smr`Q hovygw[ Awm SOks dy mukwbly, eyAr spirMg dI fYNipMg dI smr`Qw nwl twkrw krn ‘qy smW pw ky ieh sihjy kIqy nw fIgryf huMdI hY Aqy nw hI GtdI hY[ies qrHW ies dI myntInYNs nw hox dy brwbr hY[ ipvitMg m`fPlYp brYkt stYNfrf hn ies leI ieh Krwb hox vwLYy m`fPlYp Aqy mwaUNitMg AYNgl dy KricAW dI vI b`cq krdw hY[ MAY / JUNE 2014
ummins and Eaton are working together to integrate the ISX12 G natural gas engine with the UltraShift PLUS automated transmission. Although the two have worked together before, this is the first time an AMT will be mated with a spark-ignited natural gas engine. Benefits of these efforts are an estimated 2-4% gain in fuel economy for regional-haul applications. Increased torque and a reduction in transmission weight are key to the fuel savings. The integrated package will be available during fall 2014.
kmnz Aqy eItn ISX12 G dy nYcrl gYs ieMjx Aqy UltraShift PLUS dy Awtomytf tRWsimSn nUM iek`Ty krn ‘qy kMm kr rhy hn[ BwvyN ienHW ny pihlW vI rL ky kMm kIqw hY pr ieh pihlI vwr hovygw ik jdo ik ie`k ey AYm tI spwrk iegnweItf nYcrl gYs dy ieMjx nwL joiVAw jwvygw[ies qrHW hox nwL drimAwnI dUrI ‘qy jwx vwilAW leI 2 qoN 4% q`k dw iPaul dw Pwiedw hovygw[ vDweI geI tork tRwsiSn dy Gty hoey Bwr kwrn qyl dI vDyry b`cq hovygI[ieMtYgryitf pYkyj dy imlx dI sMBwvnw 2014 dI p`qJV r`uq q`k hY[
kYnvrQ v`loN klws - 8 Evr - dw rof tr`kw leI stNYNfrf iekiepmYNt vjoN nvIN ConMet PreSet Plus vIHl h`b bxweI hY[ies ‘c kIqI geI AYlmInIAm dI vrqoN nwL ij`Qy hr ie`k h`b ‘qy 20 pONf dy krIb Bwr Gt jwvygw[ ies dIAw h`b AsYNblIAW stIAr Aqy fRweIv AYkslW Anuswr bxweIAW geIAW hn[ ies ‘c byAirMg dI AYfjstmYNt dI vI koeI loV nhIN ikauN ik h`bW lwaux qoN pihlW hI pUrI qrHW iP`t kr leIAW jWdIAW hn[ konmY`t h`bW ifsk Aqy h`b brykW dy dovyN rUpW ‘c iml skxgIAW[
enworth has launched new ConMet PreSet Plus wheel hubs as standard equipment on its class-8 over-the-road trucks. The use of aluminum will save about 20 lb on each hub and the hub assemblies are designed for both steer and drive axles. Since the hubs are completely assembled before installation, there is no need for any bearing adjustments. The ConMet hubs will be available for both disc or drum brakes.
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dle Smart has now added the Battery Protect and Cold Weather Guard as standard on its engine start/stop tool. Battery protect will start and run an engine to recharge batteries as needed by continuously monitoring battery voltage levels. Cold Weather Guard is a new feature that, without the need of a fuel line, tank heaters, or a plug-in, will prevent issues with starting a truck after a long idle periods in cold temperatures. Both systems are geared to ensure vehicle uptime and hassle free starting, while also maintaining the truck’s desired cabin temperature.
AweIfl smwrt ny hux stYNfrf vjoN Awpxy ieMjxW dy stwrt/ stOp tUl ‘c Battery Protect and Cold Weather Guard nUM Swml kIqw hY[ bYtrI pRotYkt jdoN vI loV hoeI bYtrIAW cwrj krn leI ieMjx nUM stwrt kr dyvygw aqy nwL hI bYtrIAW dy voltyj lYvl nUM vI mwnItr krygw[ kolf vYdrgwrf vI ie`k nvIN iksm dw XMqr hY jo ijhVw G`t qwpmwn Bwv bhuqI TMF ‘c lMby smyN q`k tr`k KVHy rihx qoN bwAd iPaul lweIn , tYNk hItr, pl`g -ien tr`k dI loV qoN ibnw hI stwrt hox ‘c mdd krygw[ieh dovyN isstm ies qrHW dy hn ijhVy tr`k dI kYibn dy qwpmwn nUM vI TIk r`Kdy hn Aqy stwrt krn ‘c pYx vwLI iksy sm`isAw qoN vI bcwauNdy hn[
trwikMg ieMzstrI dy swB qoN vwD BrosyXog brFz nfvF dI iewko iewk QF
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It’s a Business
tr`ikMg-ieh ie`k ibzns hY T
he trucking industry can be a challenging arena to make a living in as a driver and certainly as a fleet owner. All across North America the industry is facing burdensome regulations, escalating fuel costs, day to day operation costs, and challenges keeping the driver’s seat occupied. To truly be successful, regardless of where one might be in North America, there are a multitude of tools necessary to run trucking as a business. Regardless of the tools available though, the relative success of any truck driver or trucking company comes down to the person behind the wheel watching the black top pass by. One of the most important tools any driver or carrier needs is related to financial management. Cash flow can be a real problem at times as a result of delayed payments on invoices, load acquisition challenges, and a variety of other issues. As cash flow tightens, so do opportunities to operate the truck in an efficient and profitable manner. As such, Chett Winchell, owner of C.W. Enterprises out of Denver, Colorado (www.yourcompliancecenter.com) suggests that carriers should operate “each unit as its own profit and loss center.” This will allow you the opportunity to track the relative success of each unit and manage accordingly. As the North American trucking industry continues to grow, even with the driver shortage, there will also continue to be an influx of entrepreneurs wanting to enter the industry. While it does take significant capital to start a trucking business, the most important thing necessary to succeed is consistent cash flow. Finding the loads can be the easy part, but again, receiving payment can be a challenge at times. There are opportunities a company can consider, such as load factoring, though to help ensure some consistent cash flow. One of the best ways to make certain cash flow is not a problem is to have loads in hand. Regardless of where you are in North America, marketing and relationship building are the best ways to find loads and develop a long term supply of loads. Networking can be simple. “Affiliate with your state or provincial trucking association as that is where the other trucking companies are, as well as potential customers,” says Winchell. While there are certainly other ways to develop key relationships, a lot can be said about the benefits of joining your state or provincial trucking association. But, they key point is developing the relationships. “Try your best to tie in with one or two brokerages and commit to certain traf14
- Michael Howe
tr`ikMg ieMfstrI ‘c rotI rozI kmwaux leI frweIvr dw Aqy ie`k tr`kW dy mwlk dw vI kMm vI cuxOqIAW BirAw hY[ smu`cy au`qrI AmrIkw ‘c ies ieMfstrI ‘c kwnUMnW dy boJ, vD rhIAW iPaUl dIAW kImqW, inq pRqI kMm kwr dy vD rhy Krcy Aqy hor bhuq swrIAW Aw rhIAw vMgwrW kwrn tr`k clwauxw bhuq AOKw ho irhw hY[ qusIN au`qrI AmrIkw ‘c BwvyN ikqy vI ho ies ibzns ‘c kwmXwb hox leI ku`J zrUrI FMg qrIky hn[ieh TIk hY ik bhuq swry swDn mOjUd hn pr AwKr ‘c frweIvr jW tr`k kMpnI dI kwmXwbI dI zuMmyvwrI tr`k dy frweIvr ‘qy hI huMdI hY[ frweIvr jW kYrIAr leI ienW swry swDnW ‘coN mh`qvpUrn hY ivqI pRbMD[ib`lW dy dyrI nwL pYsy imlxw, Bwr l`dx ‘c Awaux vwlIAW muSklW Aqy hor keI qrHW dy AiV`ky pY skdy hn[jdoN jdoN pYsy Awx dy kMm ‘c QoVHw AiV`kw pYNdw hY audoN audoN hI lwhyvMd FMg nwL tr`k clwaux dIAW sMBwvnwvW ‘c AiV`ky pYxy lwzmI hn[fYnvr klorwfo dy sI fbilaU AYNtrprweIz dy mwlk cYt ivMcl dI slwh hY ik kYrIArW nUM hr XUint dy Pwiedy nukswn nUM mu`K r`K ky kMm krnw cwhIdw hY[ vDyry jwxkwrI leI (www.yourcompliancecenter.com)[ aunHW dw kihxw hY ik ies qrHW krn nwL quhwnUM ieh pqw l`g skdw hY ik hr ie`k XUint ikMnI kmweI krdw hY Aqy ies dw pRbMD iks qrHW krnw hY[ ijvyN ijvyN au`qrI AmrIkw dI tr`ikMg ieMfstrI frweIvrW dI Gwt kwrn vI vD rhI hY auvyN auvyN hI ies ‘c hor nvyN au`dmIAW dw Swml hoxw vI jwrI rhygw[ tr`ikMg ibzns SurU krn leI kwPI srmwey dI loV hY pr kwmXwbI leI zrUrI hY ik pYsy dI AweI clweI inrivGn cwlU rhy[lof l`Bxy qW sOKy ho skdy hn pr keI vwr aunHW dw BwVw pRwpq krnw muSkl ho jWdw hY[ ies sbMDI keI FMg qrIky hn ijnHW sbMDI kMpnI ivcwr kr skdI hY, ijvyN lof PYktirMg Awid ijs nwL quhwnUM lgwqwr pYsy dI AdwiegI ho skdI hY[ ieh XkInI bxwauxw ik pYsy dI Awvw clweI iv`c koeI rukwvt nw hovy ies dw sB qoN vDIAw qrIkw hY ik quhwfy kol lof hox [ au`qrI AmrIkw ‘c qusIN ikDry vI ho lof l`Bx leI mwrkIitMg Aqy sbMD bxwauxy bhuq zrUrI hn[ ies qrHW krn nwL lMby smyN leI lof pRwpq krn ‘c shwieqw imldI hY[nY`tvrikMg bhuq sOKI ho skdI hY[ ies sbMDI ivMcl dw kihxw hY,”ikauN ik quhwfy sUBy ‘c hI hor kMpnIAw Aqy sMBwvI gwhk ho skdy hn ies leI iksy sUby dI kMpnI nwL sbMD joVo jW Swml hovo[“ pr ies dy nwL hI Kws sbMD bxwaux leI hor FMg vI hn[ Awpxy sUby jW styt dI tr`ikMg AysosIeySn ‘c Swml hox dy vI bhuq Pwiedy hn[ pr zrUrI g`l ieh hY ik Awpxy sbMDW nUM vDwieAw jwvy[ivncl Anuswr ie`k jW do brokryj kMpnIAw nwL sbMD bxwE Aqy Kws iksm MAY / JUNE 2014
Trucking - It’s a Business fic lanes,” suggests Winchell. This will allow the opportunity for consistent freight and consistent runs overall, which in turn allows for more efficient management of trucks and personnel. “Maybe even try to develop a triangle of lanes to operate in so you can keep freight moving,” says Winchell. Remember though, even when there are loads available, picking the right loads are important. There are also niche opportunities in the North American trucking industry, so perhaps that is where you want to be. “If you do have a specialty niche, advertise and promote this,” says Winchell. “Make yourself unique and valuable to that niche market.” Even if you don’t think you are a niche market company, the chances are you offer some special skill or prefer to haul some specific product that perhaps you could develop into your own niche. Many of the newer small fleets will take any load that is offered under the assumption that some freight is better than no freight. However, if the load going in is to a location with no loads going out, and the deadhead is extra lengthy to get to a new load, then it may not have been profitable to take the first load to begin with. This is not to suggest that deadheads are bad or that short miles are bad – sometimes they make sense. The key is to plan accordingly, somewhat like a chess match, always thinking a few moves ahead. And sometimes, as Winchell reminds us, “Sometimes, even though it hurts, it is cheaper to leave a truck on the fence.” A great way to help manage the dispatch of freight, which again is directly connected to your cash flow, is to consider an automated dispatch system. In fact, Winchell encourages this. “Get an automated dispatch system in place quickly,” says Winchell. “It may be costly up front, but the right system for your operation will allow smoother operations in the long run.” The size of the fleet might make a difference on just how quickly you get an automated system, but options do exist for fleets of all sizes, so it is worth investigating the idea early on. In addition to a way to manage cash flow, it is incredibly important to understand and manage the regulatory compliance issues. These can be safety related, financial related, personnel related, are other such areas of interest. Regulations are not exactly synced between Canada and the United States either, so if you operate in both it is incumbent upon you to fully understand and comply with the appropriate rules. Keeping up with regulations can be a challenge though, but it is important. Winchell suggests the following tips for any trucking company wanting to operate in North America: - Affiliate with your state or provincial trucking association as they will help to keep you informed about the latest and greatest of the regulations that could impact your business. - Maintain a current copy of US Federal Motor Carrier Safety Regulations as well as Canadian Safety Regulations. - Fully understand the Federal Motor Carrier Safety Administration’s Compliance, Safety, Accountability (CSA) program and how it might impact your trucking operation. - Because of new and incoming regulations, consider starting out with electronic log books. They will be mandated soon, and having them now allows for a better understanding of how violations occur. Of course, the suggestions made by Winchell are just that, suggestions. They are a good starting point, but far from exhaustive as to how to keep up with new and existing regulations. MAY / JUNE 2014
dIAW trYiPk lynW ApxwE[ies nwL quhwnUM lgwqwr Pryt imldw rhygw, ijs nwL pRbMD ‘c muSkl nhIN AwvygI Aqy swrw kMm TIk Twk cldw rhygw[aunHW dw kihxw hY ik Pryt nUM lgwqwr cldw r`Kx leI ho sky qW tRweIAYNgl lyn ApxwE[keI vwr jdoN cu`kx leI lof huMdy hn pr ieh vyKxw zrUrI hY ik ikhVw lof cu`kxw TIk rhygw[ au`qrI AmrIkw dI tr`ikMg kMpnI ‘c G`t mOky hn ijnHW dw quhwnUM Pwiedw lYxw cwhIdw hY[ivMcl Anuswr jy quhwfy kol koeI Kws ivSysqw hY qW aus nUM d`so Aqy vDwE Aqy quhwnUM aus Kws mwrikt Anuswr Flxw Aqy Xog bxwauxw cwhIdw hy[ pr jy qusIN ieh smJdy ho ik qusIN Awm vWg hI ho qW vI quhwnUM Awpxy Kws hunr nUM pyS krnw cwhIdw hY jW d`sxw cwhIdw hY ik qusIN iksy Kws iksm dy Bwr nUM iks qrHW vDIAw FMg nwL iljw skdy ho[ keI nvyN PlItW vwLy hr iksm dw lof ieh smJ ky lY jWdy hn ik nw hox nwloN koeI vI cMgw hY[jy ij`Qy lof lY ky jwxw hY au`QoN ilAwaux vwLw koeI lof nhIN Aqy A`gy cu`kx vwlW lof bhuq dUrI ‘qy hY qw ies qrHw dw lof cu`kx ‘c Pwiedw nhIN [ ies dw ieh mqlb nhIN ik KwlI jwxw jW QoVHw sPr TIk nhIN- keI vwr ies qrHW krnw vI TIk huMdw hY[mu`K g`l ieh hY ik quhwnUM hwlwq Anuswr Xojnw bxwauxI cwhIdI hY[ AYnH SqrMj dI Kyf vWg hr cwl nUM pihlW hI socxw cwhIdw hY[ivMcl dw kihxw hY ik keI vwr BwvyN ieh TIk nhIN lgdw pr tr`k KVHw r`Kxw hI TIk hY[ Pryt nUM CyqI Byjx’c mdd krn Aqy AdwiegI CyqI lYx leI Awtomy itf ifspYc isstm bhuq vDIAw hY[ivMcl ies dw hwmI hY[ auhdw kihxw hY ik ijMnI CyqI ho sky Awtomyitf ifspYc isstm dI vrqoN SurU kro[ aunHW Anuswr SurU ‘c qW ieh mihMgw l`gygw pr lMby smyN ‘c ieh quhwfy kMm nUM vDIAw FMg nwl clwaux ‘c shweI hovygw[ ies nUM ijMnI CyqI SurU kIqw jw skdw hY ies au`qy PlIt dy sweIz dw zrUr Prk pvygw[pr hr iksm dy Akwr vwly PlItW leI v`K v`K AwpSnW hn[ies leI ies sbMDI cMgI qrHW ivcwr kr lYxI cwhIdI hY[ kYS PloA Bwv lYx dyx dy kMm ‘c qyzI ilAwaux leI kwnUMnI AmlW nUM smJxw zrUrI hY[ ies ‘c ku`J sur`iKAw, iv`q,injI jW hor keI qrHW dy mwmly ho skdy hn ijnHW nUM pihlW smJxw zrUrI hY[knyfw Aqy AmrIkw dy kwnMUn ie`ko ijhy nhIN hn ies leI jy qusIN dovW dySW ‘c kMm krdy ho qw quhwnUM ienHW dovW dySW dy kwnUMn Aqy aunHW ‘qy Aml krn sbMDI vI jwxkwrI hoxI cwhIdI hY[ ienHW inXmW dI pwlxw krnw BwvyN ie`k vMgwr hY pr ieh hY bhuq zrUrI[ivMcl ny tr`k kMpnI jo au`qrI AmrIkw ‘c kMm kr rhI hY leI hyT ilKy nukqy d`sy hn: - AwpxI sUbweI jW styt dI tr`ikMg AYsosIeySn nwl juVo ikauN ik auh quhwnUM c`l rhy Aqy nvyN bxy inXmW Aqy kwnMUnW bwry jwxkwrI idMdI rhygI, ijhnW dw quhwfy ibzns nwL sbMD hY[ - Awpxy kol XU AYs PYfrl motr kYrIAr syPtI rYgUlySnz Aqy knyfIAn syPtI rYgUlySnz dI kwpI r`Ko[ - PYfrl motr kYrIArz syPtI AYfminstRySn nUM lwgU krn, sur`iKAw, jvwbdyhI (sI AYs ey) pRogrwm nUM cMgI qrHW smJo Aqy ieh vI jwxo ik ieh quhwfy tr`ikMg ibzns ‘qy iks qrHW Asr pw skdy hn[ - nvyN Aw rhy inXmW kwrn ielYktwRink lwg bu`kW dI vrqoN krnI SurU kro ikauNik ieh bhuq jldI zrUrI ho jwvygI[aunHW dI vrqoN nwL quhwfw kMm vI sOKw ho jwvygw Aqy ieh vI pqw l`g jwvygw ik inXmW dI aulMGxw ikvyN ho skdI hY[ Asl ‘c ivMcl v`loN id`qIAW geIAW slwhW kyvl slwhW hI hn[ ieh mu~F ‘c TIk hn pr ivAwpk nhIN ikauN ik ienHW dy nwL nwL pihlW qoN cwlU Aqy nvyN inXmW dI jwxkwrI r`Kxw vI zrUrI hY[pr ie`k g`l Xwd r`KxI zrUrI hY ik tr`k kMpnI BwvyN ikMnI v`fI jW CotI hovy aus nUM inXmW dI pwlxw zrUr krnI pYNdI hY Aqy ies dI aulMGxw krn jW AxdyKI krn ‘qy sbMDq kMpnI hyTW vl jwxw SurU ho jWdI hY[ies leI ieMfstrI ‘c A`gy rihx leI zrUrI hY ik loVINdy kMm kIqy jwx[ iksy kMpnI v`loN kIqI geI qr`kI dw lwB hyTW q`k kMm krn vwilAW q`k vI phuMcdw hY[ ieh TIk hY ik frweIvrW dI mu`K BUimkw hY pr ijhVy swry kMm kwj nUM clwauNdy hn aunHW dw rol vI mh`qvpUrn hY[ kMpnI dy kwmXwb hox leI cMgy ivAkqI sdw hI sB qoN au`pr huMdy hn[ ieh zrUrI nhIN ik kMm krn leI swry bMdy r`Ky jwx sgoN ku`J kMm kWtrYkt ‘qy vI id`qy jw skdy 15
Trucking - It’s a Business One thing is certain though, if any trucking company, regardless of size, fails to keep up with rules and regulations something will be missed and that is when things start to go downhill. So, plain and simple, take necessary steps to stay informed and on top of the industry in which you operate. Much of the relative success of any trucking operation comes down to the people. Yes, drivers are key, but so are those who manage the operation. Of all the assets a trucking company needs to be successful, good people are at the top of the list. However, it may be that it is not necessary to hire staff to work on all aspects of the operation – some can be contracted out. Take the time to fully evaluate your needs and what will be most cost effective for your specific company. Depending on the size of the company, it really can make sense to contract out some parts of the business. “Contract out to those who know what to do,” says Winchell. This is especially true if you are a smaller fleet. Mechanics and safety personnel are two prime examples of the type of work that can, and probably should, be contracted out – especially if you are a very small fleet. Winchell, for example, is contracted by several small fleets in the United States to perform safety audits and ensure safety compliance. Most fleet owners also are not familiar with diesel repair, and keeping a diesel mechanic on staff for a small fleet makes little economic sense. For those areas you do not contract out, make certain the employees have the right tools to do the job and are the right fit for your organization. “Have capable people assisting you because you cannot do it all by yourself,” says Winchell. Hiring good people can be a challenge, but retaining them can be even more challenging. As such, it’s really you, the owner that needs to be the real leader of the organization. “Understand that, as an owner, that your actions speak louder than words,” says Winchell. “Others see what you do and how you do it.” Additionally, there are a few tools you need to manage the personnel side of the operation. It’s important to “ensure you have a company policy manual covering everything in the company and how you want specific tasks and jobs done,” says Winchell. Policy 16
hn[ku`J smW k`F ky ieh zrUr soco ik quhwfI kMpnI nUM ikhVy kMm krn leI bMdy r`Kx dI loV hY Aqy ikhVy kMmW nUM kWtRYkt ‘qy id`qw jw skdw hY[ pUrI ivcwr kro ik quhwnUM iks cIz dI loV hY Aqy quhwfI kMpnI leI ikhVI PwiedymMd ho skdI hY[ AwpxI kMpnI dy Akwr Anuswr ibzns dy ku`J kMm nUM kWtRYkt ‘qy dyxw vI cMgI g`l hY[pr ivMcl dI slwh hY ik ieh kWtRYkt aunHW nUM idE ijnHW nUM pqw hY ik kMm iks qrHW krnw hY[jy quhwfw Cotw PlIt hY qW ieh skIm vDIAw rhygI[ies dIAW do audwhrxW hn mkYnIkl Aqy syPtI AiDkwrI dw kMm kWtRYkt ‘qy dyxw [ imswl vjoN ivMcl kMpnI dw keI kMmW dw Tykw AmrIkw ‘c keI kMpnIAW ny ilAw hoieAw hY[ ienHW ‘c syPtI Awift Aqy syPtI kMplwieMs dy kMm vI Swml hn[ bhuq swry PlItW dy mwlkW nUM fIzl irpyAr dI jwxkwrI nhIN Aqy jy auh Coty PlIt leI v`Krw fIzl mkYink r`Kdy hn qW ies ‘c Pwiedw nhIN[ aunHW kMmW ijnHW dw qusIN kWtRYkt nhIN dyxw cwhuMdy ‘c quhwnUM ieh XkInI bxwauxw cwhIdw hY ik quhwfy kol kMm krn leI TIk AOzwr hox[ ivMcl dw kihxw hY ik qusIN hr kMm Awp nhIN kr skdy ies leI quhwfy koL shwieqw leI Xog ivAkqI hoxy cwhIdy hn[ ieh TIk hY ik Xog ivAkqI r`Kxw AOKw kMm hY pr aunHW nUM Awpxy koL itkweI r`Kxw aus qoN vI AOKw hY[ies leI mwlk hI hn ijnHW nUM ies sMsQw dw lIfr hoxw cwhIdw hY[ivMcl dw kihxw hY ik ieh g`l cMgI qrHW smJ lE ik quhwfI kihxI nwloN krnI dw izAwdw Asr pvygw[ikauN ik hor lok ieh vyKdy hn ik qusIN kI krdy ho Aqy ikvyN krdy ho[ Awpxy ibzns dy Amly dw pRbMD krn leI ku`J FMg qrIky vI hn[ ivMcl Anuswr kMpnI dy hr kMm leI quhwfy kol ie`k spSt pwilsI hoxI cwhIdI hY Aqy quhwnUM pqw hoxw cwhIdw hY ik ikhVw kMm iks qrHW krnw hY[ pwilsI vI mYnUAl loV Anuswr hoxI cwhIdI hY[ijs ‘c ieh drj hovy ik tweIm SIt ikvyN ByjxI hY, Pryt nUM ikvyN trYk krnw hY, dPqrI Amly dy Awm kMm dy GMitAW dy nwL Evrtwiem nwL ikvyN nij`Txw hY; mwrkiitMg stYNfrf qoN lY ky imqI Aqy smW, Kws irportW vyKxIAW Aqy ieh pqw lwauxw ik ieh ikvyN ifvYlp krnIAW hn[mu`kdI g`l ieh ik ies ‘c sB ku`J Swml hoxw cwhIdw hY [ ieh nw hovy ik iksy kMm nUM mukMml krn vyly qusIN socx l`g pE ik ieh iks qrHW krIey? ieh TIk hY ik quhwnUM SurU qW krnw hI pYxw hY pr smW bIqx dy nwL nwL ienHW pwilsIAW ‘c loV Anuswr qbdIlI vI krdy rihxw cwhIdw hY[ g`l jdoN frweIvr r`Kx dI AwauNdI hY qW ieh qW aus qrHW dw hoxw cwhIdw hY ijhVw sVk ‘qy TIk kwrguzwrI idKw skdw hovy[pUrw Xqn kro ik ies kMm nUM sOKw bxwE pr Xqn ieh kro ik ij`QoN q`k ho sky, hovy iblku`l Fu`kvW[qusIN AmrIkw ‘c ho jW knyfw ‘c frweIvr r`Kx smyN ijnHW nUM r`Kxw hY aunHW sbMDI pqw zrUr kr lE[ivMcl Anuswr aunHW sbMDI pUrI skrIinMg kro Aqy pI AYs pI vrgy pRogrwm Aqy aunHW dy ipCokV sbMDI jwxkwrI lE[aus sbMDI Awpxy kol vI irkwrf r`Ko Aqy ies ‘c AYm vI Awr rwhIN irkwrf qoN Awpxy PYsly lE[ ie`k sPl tr`ikMg ibzns leI zrUrI hY ik auh ieh iDAwn ‘c r`Ky ik hux sKq mukwblw hY[ies leI mukwbly leI quhwnUM shI swDnW dI loV hY[AmrIkw ‘c 3.5 imlIAn tr`k frweIvr Aqy 1.2 imlIAn tr`k kMpnIAW hn( ijnHW ‘coN 97% ies qrHW dIAW hn ijnHW kol 20 jW ies qoN G`t tr`k hn)[ knyfw ‘c l`g B`g 250,000 tr`k frweIvr hn[ie`k kwmXwb tr`k kMpnI leI Xog hoxw zrUrI hY, ies g`l dw koeI Prk nhIN ik qusIN au`qrI AmrIkw ‘c ik`Qy ieh ibzns krdy ho Aqy ieh vI ik ies mhWdIp ‘c tr`k frweIvrW dI Gwt bxI hoeI hY[ - spSt g`l qW ieh hY ik iksy kYrIAr kMpnI dI kwmXwbI leI vDIAw frweIvrW dI mu`K BUimkw hY[cMgI g`l ieh vI hY au`qrI AmrIkw dI tr`ikMg ieMfstrI ‘c Swml hoxw bhuqw AOKw nhIN[ - cMgI g`l ieh hY ik iksy frweIivMg skUl ‘c jwx qoN pihlW hweI skUl jW ies dy brwbr dI is`iKAw pRwpq kro[kwnUMn Anuswr c`l rhy bhuq swry skUl ieh mMg vI krdy hn Aqy bhuq MAY / JUNE 2014
Trucking - It’s a Business manuals should be as inclusive as possible, from how to submit a time sheet to how to track freight; from normal working hours to how you handle overtime for office personnel; from marketing standards to dates and times you review certain reports and how those reports are developed. The point is, it should be all inclusive so there is no question as to how to accomplish something. Of course, these policies may need tweaked as time progresses, but you need a starting place. When it comes to hiring drivers, this is really where the rubber meets the road. Do everything possible to make it as easy, yet as thorough and accurate as possible. Whether you are in Canada or the United States, do your research on the drivers you are considering for hire. “Screen drivers thoroughly and utilize any shared programs (like PSP) for back ground checks,” says Winchell. “Also, set up an account to draw your own motor vehicle records (MVRs), that way you control what you get and see and can make your own decisions.” The most important aspect of managing a successful trucking business is understanding that there is steep competition, so you need the right resources to compete. In the United States, there are approximately 3.5 million truck drivers and 1.2 million trucking companies (97% of which operate 20 or fewer trucks). In Canada, there are approximately 250,000 truck drivers. This means regardless of where you operate in North America, and despite the driver shortage across the continent, a successful company really needs to be efficient. Obviously, quality truck drivers are important to the success of any carrier – luckily, entry into the North American trucking industry is not difficult. - Ideally, have a high school education (or equivalent) before going to truck driving school. Most legitimate schools will require this, and most legitimate carriers will want to know you have earned this. There is no definitive requirement to have it, but it certainly will pay off financially over the years. It just makes sense. - Maintain a clean driving record. Driving is your livelihood, so why do anything to jeopardize this? Certainly any driving under the influence (alcohol or drugs) will stop a career, but so do excessive speeding tickets or an excessive number of speeding tickets. Safety is, and should be, a priority for the trucking industry and drivers on the front line of that. - Earn your commercial driver’s license. Check with your state or province for specific requirements and steps to do this, but you must do it to get behind the wheel. - Then, simply make sure you comply with your state or provincial or federal requirements for the types of loads you want to haul and all future renewals. There are undoubtedly a number of other tools and tips available for anyone interested in running a successful trucking operation in North America, but these should provide a good foundation to start with. Focus on the details (the small things) before they become big things. Cash flow is important and there are a variety of ways to make certain that is not an issue. Personnel are certainly important, but there are many things one can do to keep that a positive experience. Technologies, good drivers, and good equipment are all a must. A successful company pays attention to all of these areas – somewhat like an engine does with pistons. If one piston is misfiring the engine will not run smoothly. Eventually, the engine will shut down. We want all engines to fire at the right time so it can run smoothly – just like any successful trucking operation in North America does. MAY / JUNE 2014
swrIAW kYrIAr kMpnIAW vI ies sbMDI jwxkwrI lYNdIAw hn[pr ies dI Kws Srq qW nhIN pr lMby smyN ies dw mwiek qOr ‘qy Pwiedw huMdw hY[ieh g`l sOKI qrHW smJI vI jw skdI hY[ - AwpxI klIn frweIivMg dw irkwrf r`Ko[frweIivMg hI quhwfI rozI rotI hY[ ies leI ies qrHW dw kMm ikauN krIey ijs nwl ieh Kqry ‘c pY jwey[ieh qW p`kI g`l hY ik Srwb jW fr`g dw syvn krky frweIivMg krn nwL quhwfw kYrIAr Kqm ho skdw hY[ ies qrHW hI imQI rPqwr qoN v`D tr`k clwaux krky jW iksy hor kwrn bhuq swry imly spIf dy itkt vI Kqrnwk hn[ tr`ikMg ieMfstrI ‘c sur`iKAw sB qoN pihlI g`l hY vI Aqy hoxI vI cwhIdI Kws krky PrMtlwien dy frweIvrW leI[ - kmRSl fRweIvr lwiesMs zrUr lE[Awpxy sUby jW styt qoN ieh lwiesMs lYx sbMDI jwxkwrI pqw kro[ pr cyqy r`Ko ik ieh lYx qoN ibnw tr`k dw styirMg nw PVo[ - ieh vI inscq kro ik Bwr Fox leI aus sUby ‘c iks qrHW dIAW SrqW hn Aqy jdoN kdy ienHW ‘c koeI vwDw Gwtw huMdw hY aus dI jwxkwrI vI r`Ko[ au`qrI AmrIkw ‘c sPl tr`ikMg ibjns krn leI keI hor vI swDn Aqy nukqy hn[pr SurU krn leI au`pr d`sy hI kwPI hn[v`fIAW bxn qoN pihlW hI CotIAW g`lW v`l iDAwn idE[ pYsy dI AweI clweI bhuq mh`qvpUrn hY pr ies dy h`l leI keI FMg hn ies leI ieh bhuqw v`fw mslw nhIN[kMm kwj krn vwLy vI mh`qvpUrn hn pr ies nUM vDIAw qjrbw bxwaux leI ku`J g`lW smJx dI loV hY[vDIAw qknIk, cMgy fRweIvr Aqy cMgw smwn hoxw vI bhuq zrUrI hY[ie`k kwmXwb kMpnI auh hY ijhVI ienHW swirAW v`l pUrw iDAwn idMdI hYiblku`l aus qrHW ijs qrHW ieMjx Aqy iesdy ipstn[ jy ie`k ipstn vI imsPwier kry qw ieMjx shI FMg nwl nhIN c`l skdw[AMq ieMjx bMd ho jwvygw[AsIN cwhuMdy hW ik swry ieMjx TIk FMg nwL cldy rihx qW ik ieh swrw kMm inrivGn cldw rhy[AYnH aus qrHW hI ijs qrHW au`qrI AmrIkw dw koeI hor sPl tr`ikMg ibzns c`l irhw hY[
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MICHELIN CANADA MISSION Inspired by its founders, Michelin is dedicated to enhancing mobility through innovation and quality, by basing its development on the core values of Respect for Customers, Respect for People, Respect for Shareholders, Respect for the Environment and Respect for Facts. The Michelin Performance and Responsibility process structures this corporate culture and coordinates our commitment to the principles of sustainable, balanced, responsible growth. Integrated into every project and demonstrated in every aspect of the business by trained, highly involved teams, the process expresses our commitment to building growth on the long term and helping to address societal challenges by putting our values into practice. The Michelin corporate community is made up of more than 110,000 people, representing 120 nationalities. Their diversity is a valuable asset and source of creativity, while their professionalism and commitment are instrumental in driving our performance and growth. INNOVATION AND DIFFERENCIATION One of the main thrusts of Michelin’s strategy is to leverage technology and innovation to differentiate its products and services, so as to consolidate its leadership and effectively meet the needs of tire users. For more than twenty years, our innovation programs have focused on delivering sustainable mobility solutions. Today, we are the world’s leading manufacturer of fuel-efficient tires and are spearheading the move towards a product-service system, which consists of selling a service or the use of a product rather than the product itself. For example, trucking companies and airlines can choose to be billed based on the number of kilometers traveled, the number of tonnes transported or the number of landings carried out using tires supplied and maintained by Michelin.
ket’s broadest offering and a solid balance sheet. What makes Michelin innovation different is its ability to deliver a balance of performance, that at once shortens braking distances, improves fuel efficiency (thereby shrinking the environmental impact) and increases tread-life. Maintaining this performance balance over time and simultaneously improving each aspect to offer the market’s most competitive total cost of ownership represents the unique strength of MICHELIN tires. As one of the few global tire manufacturers, we enjoy critical mass and synergies that help to foster innovation, productivity and fair, balanced relations with tire dealers. The geographical breakdown of net sales attests that this global presence is well balanced between Western Europe, the United States and Canada, and the other markets. In Canada, close to 4000 employees share our proud history. Michelin Canada’s three manufacturing plants are located in Nova Scotia: Bridgewater and Pictou County manufacture car and light truck tires, and Waterville manufactures commercial truck and earthmover tires. Our Marketing and Sales teams are headquartered in Laval, Quebec and we also have sales representative of all product lines, located throughout Canada. To learn more about Michelin, visit michelin. com/corporate
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By: PASH BRAR
What is Your Credit Score?
quhwfw krYift skor kI hY? S
ince I finance trucks, trailers and cars on a daily basis, credit scores are looked at every single day in my line of work. Many of my clients ask what the score means and how to improve their own score. A credit score is a reflection of your financial being at a point in time. It tells lenders whether you are high or low risk to borrow money. The higher the credit score, the lower the risk to the lender. But this can all change as each individual’s circumstances change over time. Equifax Canada and Trans Union Canada are the two main credit reporting agencies in Canada. They maintain your credit history from the day you first apply for credit. You can obtain copies of your own report if you contact them at http://consumer.equifax.ca/ home/en_ca or http://www.transunion.ca/sites/ca/home_en.page . I encourage my clients to order their own credit report. The only way you can improve your score, is if you look at your file. If you have a big purchase coming up, such as a house, or a new truck and trailer, know where you stand well in advance. You want to be in the best position with the highest credit score possible, before you ask to borrow money. A higher credit score can get you lower interest rates and a multitude of options at your disposal. Credit scores range from 300-900. Each lender determines their minimum score required to borrow money. I’m with Auto One Leasing and our minimum score for equipment financing is 620 on the consumer side. This is different with each lending institution. Your score determines the interest rate you will pay. Lower scores mean higher risk and higher interest rates. A credit score that falls between 300-559 is a poor score. 560659 is a fair score. 660-724 is a good score. 725-759 is a very good score. Anything above 760 is an excellent score. A credit score is not the only determining factor for your ability to borrow. Other things such as income, job stability, and bank statements can be a factor too. But a minimum score is usually needed before the other items will be reviewed. One of the most frequently asked questions I get, is how can I improve my credit score? First and foremost, pay your bills on - 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.
mYN tR~k, tRylr Aqy kwrW qkrIbn rojæ hI PweInYNs krdw hW[ myry ies kµmkwr iv~c krYift skor hr rojæ vyKy jWdy hn[ myry bhuq swry klwieµt pu~Cdy hn ik skor dw kI mqlb huµdw hY Aqy auh Awpxw skor ikvyN suDwrn[ krYift skor quhwfI iv~qI hwlq ƒ drswauNdw hY[ krjæw lYx vwilAW ƒ iesqoN pqw cldw hY ik pYsy auDwry lYx leI qusIN v`D jW G~t ikMny joiKm ‘qy ho[ pr smW pYx ‘qy hwlwq bdlx nwl ies iv~c bdlwA Aw skdw hY[ kYnyfw iv~c iekueIPYks kYnyfw Aqy tRWs XunIAn kYnyfw krYift bwry d`sx vwlIAW do mu~K eyjµsIAW hn[ pihlI vwr jdoN qusIN krYift leI AplweI krdy ho aus idn qoN auh quhwfI krYift ihstrI bxwauxI Sur¨ kr idµdy hn[ qusIN ienHW eyjµsIAW ƒ http://consumer.equifax.ca/ home/en_ca jW http://www.transunion.ca/sites/ca/home_en.page ‘qy sµprk krky AwpxI krYift irport dIAW kwpIAW lY skdy ho[ mYN Awpxy klwieµtW ƒ AwpxI krYift irport lYx leI pRyrdw hW[ Awpxw skor ie~ko qrIky nwl suDwr skdy ho auh hY AwpxI PweIl vyK ky[ jy qusIN koeI v~fI KærId krnI hY, ijvyN Gr KrIdxw hovy, jW nvW tR~k Aqy tRylr KærIdxw hovy, pihlW qoN hI ieh pqw kro ik iv~qI p~KoN qusIN ik~Qy ku KVHy ho[ pYsy auDwr lYx leI kihx qoN pihlW, qusIN v~D qoN v~D krYift skor nwl vDIAw pujæISn iv~c hoxw cwhogy[ v~D krYift skor krky quhwƒ ivAwj vI G~t ryt ‘qy iml skdw hY nwl hI quhwfy kol keI bdl vI hoxgy[ krYift skor 300-900 dy ivckwr huµdw hY[ krjæw dyx vwlw pYsy auDwr dyx leI Awpxw G~to-G~t skor inSicq krdw hY[ mYN Awto vn lIizMg nwl kµm krdw hW Aqy iekuiepmYNt PweInYNs krn leI gwhk leI swfw G~to-G~t skor 620 hY[ krjæy dyx vwlI hr ie~k sµsQw dw skor v~K-v~K huµdw hY[ quhwfy skor dy ADwr auqy ivAwj dr inSicq kIqI jWdI hY jo qusIN Adw krnI huµdI hY[ G~t skor dw mqlb hY v~D joiKm Aqy v~D ivAwj dI dr[ jo krYift skor 300-559 dy iv~c huµdw hY auh mwVw skor huµdw hY[ 560-659 skor TIk skor hY[ 660-724 skor vDIAw skor hY[ 725759 skor bhuq vDIAw skor hY[ 760 skor bhuq hI vDIAw skor hY[ krjæw lYx dy Xog hox leI isrP krYift skor hI nhIN GoiKAw jWdw[ hor g~lW ijvyN Awmdn, nOkrI Aqy bYNk dIAW stytmYNtW ƒ vI vyiKAw jWdw hY[ ienHW hornW g~lW ‘qy iDAwn dyx qoN pihlW loVINdw G~to-G~t skor jærUrI huµdw hY[ mYƒ izAwdwqr vwr vwr jo svwl pu~iCAw jWdw hY auh hY, ik mYN Awpxw krYift skor ikvyN TIk krW? pihlI Aqy jær¨rI g~l hY, Awpxy ib~l vyly isr Adw kro[ sYl Pon dy ib~l vI s¨icq kIqy jWdy hn[ ies krky Awpxy swry ib~l vyly isr Adw kro[ koeI vI bhwnw nhIN MAY / JUNE 2014
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What is Your Credit Score? time! Even cell phone bills are reported, so please pay all of your bills on time. Excuses like I didn’t get the bill or I was in India do not work. Try to pay your bills in full by the due date. If you cannot pay it in full, then make the minimum payment on time. Try to pay your debts as quickly as possible. I get complaints that the longest term I will offer is 5 years. It’s in your best interest to pay off debts as quickly as possible. Stay below the limit on your credit cards. A higher balance on credit cards can affect your credit score. Do not make too many credit applications. I often see enquiries pulled at every dealership in the area plus a few banks, all for one person! Too many enquiries can bring your score down. Lastly, make sure you have a credit history. Someone with no or little credit will have a low score. I see this for immigrants often. Get a credit card as soon as you can and start using it. Pay it in full every month to establish your history. I tell my clients that we cannot predict the future, and to be ready for unexpected things which can impact our lives, and our ability to pay. If you have a mortgage for example, have a few months of payments in the bank to cover you just in case something unexpected should occur. If you own a rental property, again have a few months of rent in an account to cover just in case the tenant moves out and the rent that was covering the mortgage payment is no longer coming in. It gives you time to find a new tenant and not be stuck. The same goes for your truck, trailer, or car payment. Have a few months of payments in your bank account to cover you just in case. See if there are options like life insurance and disability coverage in case of an accident to cover your payments while you cannot work. Be well prepared for the unexpected and know you have some time to readapt to new circumstances. Being prepared for the unexpected will keep your credit score intact, even if your life took an unpredictable turn.
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suixAw jweygw ijvyN mYƒ ib~l nhIN imilAw jW mYN qW ieµfIAw igAw hoieAw sI[ im~QI imqI qoN pihlW Awpxw ib~l p¨rw Adw krn dI koiSS kro[ jy ib~l p¨rw Adw nhIN kr skdy ho, qW ilKI G~to-G~t rkm vyly isr Adw kro[ Awpxy krjæy CyqI qoN CyqI moVx dI koiSS kro[ieh quhwfy vDIAw ih~q iv~c hY ik Awpxy krjæy CyqI qoN CyqI moV idE[ Awpxy krYift dIAW izAwdw ArjæIAW nw idE[mYN Aksr ielwky dI hr fIlriSp Aqy ku~J bYNkW iv~c ieµkuAwrIAW vyKdw hW, auh vI swrIAW ie~k ivAkqI leI[ bhuq swrIAW ieµkuAwrIAW nwl quhwfw skor hyTW Aw skdw hY[ ie~k AwKrI g~l, XkInI bxwE ik quhwfI krYift ihstrI bxI hoeI hY[ krYift ihstrI nw hox jW QoVHI krYift ihstrI nwl skor G~t hoeygw[ Aijhw mYN Aksr AvwsI lokW nwl vwpirAw vyKdw hW[ ijµnI CyqI qoN CyqI ho sky krYift kwrf lE Aqy iesƒ vrqxw SurU¨ kro[ AwpxI krYift ihstrI bxwaux leI iesdI rkm hr mhIny p¨rI Adw kro[ mYN Awpxy klwieµtW ƒ d`sdw hW ik AsIN Biv~K dw Aµdwjæw nhIN lw skdy hW[ Aqy swƒ aunHW g`lW leI vI iqAwr rihxw cwhIdw hY ijnHW bwry kdy soicAw vI nhIN Aqy ijnHW dw swfy jIvn, Aqy pYsy Adw krn dI swfI Xogqw ‘qy Asr pY skdw hY[ imswl vjoN jykr qusIN mOrgyj leI hoeI hY, qW bYNk Kwqy iv~c ku~J mhIinAW dIAW ikSqW dw pYsw jmHW r~Ko ikauNik jy ku~J Acwnk vwpr jWdw hY qW mOrgyj dI ikSq nw tu~t jwey[ jy qusIN koeI Gr ikrwey ‘qy id~qw hoieAw hY, qW ku~J mhIinAW dw ikrwieAw Awpxy bYNk iv~c jmHW r~Ko ikauNik jy ikrweydwr Gr KwlI kr jWdw hY Aqy mOrgyj dI ikSq leI ikrwey dw pYsw nhIN imldw qW ausdI BrpweI ho sky[ ies nwl quhwƒ nvW ikrweydwr l~Bx leI smW iml jweygw Aqy qusIN duibDw iv~c vI nhIN pvogy[iesy qrHW quhwfy tR~k, tRylr jW kwr dIAW AdwiegIAW leI hoxw cwhIdw hY[ ku~J mhIinAW dIAW ikSqW dw pYsw bYNk Kwqy iv~c jmHW r~Ko[ iDAwn r~Ko ik koeI hwdsw ho jwx dI s¨rq iv~c koeI ivklp ijvyN jIvn bImw Aqy ifseyibltI kvryj hY jW nhIN, ikauNik kµm nw kr skx dI hwlq iv~c quhwfIAW AdwiegIAW ho skx[ AxikAwsy hwlwq leI inptx leI iqAwr rho Aqy ieh vI iDAwn iv~c r~Ko ik nvyN hwlwq nwl Flx leI quhwfy kol ku~J smW hY[ AxikAwsy hwlwq nwl inptx leI iqAwr rihx nwl quhwfw krYift skor TIk rhygw, BwvyN quhwfy jIvn iv~c auh moV AwieAw hY ijs sbMDI soicAw vI nhIN igAw sI[
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MAY / JUNE 2014
Mercedes-Benz Langley 20801 Langley Bypass Langley, BC Tel: 604.533.1205 | mercedesbenz-langley.ca ÂŠ2014 Mercedes-Benz Canada Inc. *MSRP is $43,415, based on model 2C1444. Price includes freight and delivery charges of $2895, environmental levies of $125 and documentation fee of $495. Vehicle license, insurance, and registration are extra. Vehicle prices subject to change. Dealer may sell for less. Order or trade might be necessary. Please contact Mercedes-Benz Langley or visit www.mercedesbenz-langley.ca for more details. MAY / JUNE 2014
CSA Program Improving But More Changes Needed The Federal Motor Carrier Safety Administration is making progress on improving its CSA safety enforcement program, but it needs to step up the pace, says the Transportation Department Inspector General in a new report. According to Heavy Duty Trucking, the report says that while the agency has strengthened its controls over the quality of data that goes into the system, it still needs to improve the DataQs process it uses to correct errors in that data. Another issue, according to the report, is that the agency has not fully implemented its enforcement program. Just 10 states are using the full suite of enforcement interventions. The rest are waiting for the agency to deliver and train their staffs on the use of the software that helps manage the interventions.
Included in the recommendations: • Issue a current guidance on DataQs. • Start deactivating carriers’ DOT registration numbers if they do not submit proper census data. • Develop a comprehensive plan to implement CSA enforcement interventions in the states that do not already use them. • Document the sources of Carrier Safety Measurement Systems data and describe the system’s validation procedures. • Implement a process for managing Carrier Safety Measurement System documentation, including a central file for validation records and test results. • Implement a management policy that includes documentation of system changes. According to HDT, The agency reviewed the report and agreed with the recommendations, the IG said.
sI AYs ey pRogrwm ‘c ho rhy suDwr dy bwvjUd loV hY hor qbdIlIAW dI
tRWsport ienspYktr jnrl ny ie`k qwzw irport ‘c ikhw hY ik BwvyN sI AYs ey syPtI AYnPorsmYNt pRogrwm ‘c lgwqwr suDwr ho irhw hY pr ies ‘c hor qyzI ilAwaux dI loV hY[ hYvI ifautI tr`ikMg dI irport Anuswr BwvyN isstm ‘c pYx vwLI jwxkwrI dI iksm ‘qy eyjMsI dw kMtrol hY pr Ajy vI aus fYtw nUM TIk krn vwly fYtw ikaU isstm ‘c suDwr dI loV hY[ irport Anuswr ie`k hor mslw ieh hY ik eyjMsI v`loN Awpxy AYnPorsmYNt pRogrwm nUM pUrI qrHW lwgU nhIN kIqw [ kyvl 10 stytW hI ies qrHW dIAW hn jo ies nvyN soDy pRogrwm nUM pUrI qrHW vrq rhIAW hn[bwkI hor aufIk kr rhIAW hn ik eyjMsI kdoN aunHW dy stwP nUM ies dI vrqoN sbMDI is`iKAq krygI[ ienHW iswPrSW ‘c hyT ilKIAW g`lW Swml hn: * fYtwikaU ‘qy nvIn AgvweI jwrI krnI * jy auh smyN isr sUcnw nhIN idMdy qW kYrIArW dy fI E tI nMbr nUM byAsr krnw[ * ies qrHW dI Xojnw iqAwr krnI ijs nwl aunHW stytW ‘c vI sI AYs ey AYnPorsmYNt ieMtrvYNSn plYn lwgU ho sky ij`Qy ieh lwgU nhIN[ * kYrIAr syPtI meIzrmYNt isstm dy fYtw dIy sbMDq jwxkwrI leI ivDI iqAwr krnI ijs ‘c pRmwixq krvwaux Aqy isstm bdlI sbMDI jwxkwrI hovy[ * ie`k ies qrHW dI pRbMD vwlI nIqI iqAwr krnI ijs ‘c isstm qbdIlI sbMDI loVINdy fwkUmYNt hox[ AweI jI Anuswr AYc fI tI dw kihxw hY ik eyjMsI v`loN irport dI nzrswnI kIqI geI Aqy aus ny vI kIqIAW geIAW isPwrSW nwL sihmqI prgt kIqI hY[
AC Condenser Freightliner Cascadia 08-13 CONFR109
AC Compressor Freightliner Cascadia 08-13 COMDN101
*While quantity last
MAY / JUNE 2014
Airtronic NG Commercial: Espar presents natural gas heating for trucks Premiere at the NTEA, The Work Truck Show in Indianapolis (5 to 7 March 2014): At one of the largest commercial vehicle trade fairs in the USA, Espar North America is presenting for the first time the newly-developed Airtronic NG Commercial. The air heater burns CNG (Compressed Natural Gas) and is thereby ideally suited for all trucks that are fuelled by natural gas. “Our Airtronic NG Commercial is the first air heater that is specially designed for the continuously growing market for natural gas trucks in North America”, explains Dr. Volker Hohensee, President Espar North America. “The Airtronic NG Commercial project shows that in addition to modern heating components for diesel and gasoline vehicles, we are consistently working on new solutions for alternative, environmentallyfriendly drives in the commercial vehicle segment.” Airtronic and Truma know-how as the basis If the truck driver’s cabin is to be heated up fast and effectively, the Airtronic air heaters from Espar are the right choice. They are in use thousands of times over and have been proven in numerous commercial vehicles for many years. On this basis, Espar in cooperation with the German company Truma Gerätetechnik GmbH & Co. KG, Putzbrunn, uses the existing and proven Truma technology. Truma is the leading manufacturer in Europe of gas-fuelled heating systems in the leisure vehicle/motor home and caravan sector. Furthermore, Truma has decades of know-how in developing and manufacturing gas auxiliary heaters in commercial vehicles. The Airtronic NG Commercial is designed for CNG and LNG-fuelled commercial vehicles in on-road and off-road operation. The advantage: compared to previous solutions, the engine and the heating can now be supplied from just one tank. This saves valuable installation space and makes the installation easier for OEMs and retrofitting workshops – with noticeably lower installation costs. In the USA, sales are made through Espar Inc. in Novi, and in Canada through Espar Products Inc. in Mississauga / Ontario. MAY / JUNE 2014
Alternative motorization Trucks with a natural gas drive are being used to an ever greater extent especially in distribution transport and in a community context in North America. To offer the drivers the best working conditions, Espar is expanding its product range in the commercial vehicle sector and presenting the ready-for-series-production heating solution as a highlight for the first time at the NTEA (The Work Truck Show from 5 to 7 March 2014 in Indianapolis) on stand 5855.
The Big Chill on Driver Supply
The Big Chill on Driver Supply
frweIvrW dI v`fI Gwt
ho had ever heard the term “polar vortex” until this winter? hwl dy srdI smyN qoN pihlW iks ny suixAw sI ‘polr vortYks’ ? Here in Canada, we’re supposed to be used to cold, snowy knyfw ‘c TMF jW brPIly mOsm dy AsIN AwdI hI hW[ pr jdoN TMF weather. But, the winter blitz and higher than expected freight dedw kihr hovy Aqy FoAw FuAweI dI mMg bhuq hovy qW FoAw FuAweI ikMnI mand combined to reveal just how strained transportation networks muSkl ho jWdI hY ies dw AMdwzw lwauxw vI AOKw hY[ are when you peel back the cover. quhwnUM ies dI BLI prkwr jwxkwrI hY ik jy tr`k c`lxoN bMd ho jwx Freight stopped. And, you know it’s bad when the trucks don’t qW ikMnI muSkl KVHI ho skdI hY[ pr jdoN mOsm ‘c v`fIAW qbmove. Not only is it clear these flash capacity crunches are somedIlIAW ho jwx jW koeI hor sMktkwlIn kwrn vwpr jwx qW aus smyN thing shippers can expect whenever there’s severe weather (or any jo tr`kW vwilAW nUM musIbqW dw swhmxw krnw pYNdw hY ausdw iKAwl type of emergency situation, for that matter), but it also served as a krnw vI AOKw hY[pr ies qrHW dy smyN ‘c jdoN frweIvrW dI Gwt vI long-term warning of how fragile the supply chain is and hovy qW muSkl ‘c hor vI vwDw ho jWdw hY[ brought to the surface all the demographic, operational, and polr vortYks ( DruvI qUPwn) kwrn splweI jW pUrqI lifestyle-related underpinnings of the growing driver shortdy islisly ‘c iks qrHW ivGn pYNdw hY Aqy ies dI Awaux age. vwly sMkt leI iks qrHW iqAwrI kIqI jWdI hY ieh sB ku`J How the supply chain responds to the fall-out from the ies g`l ‘qy inrBr krdw hY ik Awx vwLI FoAw FuAweI ‘qy polar vortex and how it prepares for the next emergency iks qrHW dw Asr pvygw[ies qrHW dI hwlq ‘c kI iS`pr, will determine the degree to which freight movement is imkYrIAr Aqy frweIvr sB pRBwivq huMdy hn[ imswl vjoN paired in the future. Shippers, carriers and drivers all have iS`pr v`loN ieh kih dyxw ik ieh swfI nhIN sgoN kYrIArW a stake in this. For example, it is not enough for shippers to dI sm`isAw hY; Aqy ivcwry aunHW frweIvrW sbMDI koeI icMqw say it’s the carrier’s problem; to not give a thought to the - David Bradley hI nhIN ijhVy aunHW dIAW vsqW nUM phuMcwaux l`gy hoey hn[ poor driver who is out their delivering their goods. frweIvrW dI Gwt vI ies ‘c Swml hY[ frweIvrW dI The same goes for the driver shortage. The CTA Blue mMg Aqy pUrqI ‘c v`fy pwVy dw kwrn d`sdy hoey sI tI ey Ribbon Task Force on the Driver Shortage identified a lack of rebilaU irbn twsk Pors dw kihxw hY ik iS`prW v`loN frweIvrW nwL spect and poor treatment of drivers by shippers as one of the factors mwVw ivvhwr krnw ie`k v`fw kwrn hY[ contributing to the supply-demand gap for drivers. polr vortYks (DruvI qUPwn) dIAW AOiKAweIAW smyN ijhVy BYVy Here again, the experience of what some drivers encountered as ivvhwr dw frweIvrW nUM swhmxw krnw ipAw aus nwL hwlwq hor BYVy the first polar Vortex hammered North America provides examples bx gey[ hyT ilKI g`l scmu`c vwprI Gtnw hY: of behavior that only serves to make things worse. The following bhuq TMFy Aqy brP nwL pUrI qrHW Fky hoey sVkI rsqy au`pr clx really happened. qoN bwAd Bu`Kw Bwxw Aqy Q`kw tu`tw ie`k frweIvr Awpxy itkwxy ‘qy After a white-knuckle trip through the severest of weather, a truck phuMcdw hY[filvrI dw smW A`gy ip`Cy hox kwrn frweIvr nUM ieh ikhw driver arrived at his destination to drop off his load; cold, hungry igAw ik auh ik auh smwn lwhux leI hor keI GMty q`k aufIk kry[( and tired. Because delivery schedules had been thrown into chaos, keI frweIvrW nUM qW ies qrHW dy BYVy mOsm ‘c AmrIkw ‘c 10 GMty the driver was told he’d have to wait several hours to be unloaded. q`k vI aufIk krnI peI)[ ieh bhuq inrwSwjnk g`l hY BwvyN ieh (Some drivers reportedly waited 10 hours or more in the U.S. at the smJ qoN bwhr nhIN[nwL hI frweIvr nUM ieh vI hukm suxwieAw igAw height of the storm). That’s frustrating, but perhaps understandable. ik kMpnI dI nIqI dy iKlwP hox kwrn auh aus pRwprtI ‘qy tr`k However, he was also told he could not idle the truck on the property ivhlw KVHw vI nhIN r`K skdw[Aqy jy auh Xwrf dy gyt qoN bwhr clw because it’s against company ‘policy’ and if he exited the yard gates, igAw qW lweIn ‘c aus dI vwrI ip`Cy pY jwvygI[ sB qoN BYVI g`l ieh he’d lose his place in the queue. Worse, the driver was not permithoeI ik AwpxI vwrI dI aufIk kr rhy aus frweIvr nUM vwSrUm jW ted to use the washroom or any other facilities while he waited – in hor iksy shUlq dI vrqoN krn qoN vI rok id`qw igAw[ ies sB dw adherence, once again, to company “policy.’ kwrn iPr qoN ieh d`isAw igAw ik ieh sB ku`J kMpnI dI pwilsI The driver’s carrier had two choices in this case: Begrudgingly hY[ies qrHW dy hwlwq ‘c frweIvr dy kYrIAr koL kyvl do hI bdl succumb to the-customer-is-always-right (even when he’s not) mansn jW qW ieh smJ ky dV v`t lYNdw ik gwhk sdw hI TIk huMdw hY ( tra and allow the driver to freeze until the shipper is ready for him; BwvyN Asl ‘c auh glq hI hovy), Aqy frweIvr nUM au`nw smW TMF ‘c or pull the driver and the load out of there and deal with whatever rihx dyvy ijMnw smW q`k iSpr ies leI iqAwr nw hovy jW ieh hovy consequences the customer dishes out (likely knowing full well ik frweIvr nUM au`QoN lof smyq bwhr Awx leI kih dyvy Aqy jo huMdw it wouldn’t be nearly as bad as having to replace a perfectly good auh vyKI jwaU [( ikauN ik auh smJdw hY ik ku`J vI hovy cMgw frweIvr driver when, upon his return, he tosses back the keys and walks out). imlxw AOKw hY ikauN ik BYVy hwlwq ‘c rihx kwrn auh mwlk A`gy In this case, the company instructed the driver to pull the load and cwbIAW su`t ky cldw bx skdw hY[ ies qrHW dy hwlwq kwrn hI kMpnI leave. ny frweIvr nUM ikhw sI ik lof C`f ky Aw jwvy[ While this is one of the most egregious examples of indifference frweIvrW nwL hox vwLy BYVy slUk dIAW bhuq swrIAW audwhrxW towards a driver’s well-being that I’ve heard, sadly it’s not the first. jo myry suxn ‘c AweIAW hn aunHW ‘coN ieh ie`k hY[pr qusIN ies qrHW 26
MAY / JUNE 2014
STOP IN TO SEE THE INNOVATION FOR YOURSELF MAY / JUNE 2014
Barnes Harley-Davidson速 8859 201 Street, Langley BC V2Y 0C8 www.barneshd.com WWW.BARNESHD.COM (604) 534-6044
The Big Chill on Driver Supply How do you prepare or ever get used to being disrespected like that? Its experiences like this that drivers don’t forget. And those are the stories that vibrate across truck stops and dinner tables. That sort of behaviour is even more audacious considering just how vulnerable the system was during the snow storm and freezing weather. Companies that throw fuel on the fire by treating drivers in such a manner or refuse to improve efficiencies to turn drivers around quicker are the prime reason why the U.S. government is now setting its sights on detention time. There’s serious talk of the Federal Motor Carrier Safety Administration regulating shipper behaviour by fining companies for detaining drivers and affecting their permile pay. FMCSA also views detention and other actions that eat into available hours-of-service as issues that affect safety. “We need a real change in our transportation culture to recognize that safety means more than complying with safety rules. It means changing work-rest schedules that contribute to fatigue,” FMCSA director Anne Ferro said recently when asked about driver detention. Although I can understand the government’s impulse, surely this is something shippers and carriers can work out. However, the message is clear, if the most impacted parties don’t improve things on their own, if shippers don’t engage in meaningful consultation with their service providers, or if their only response to working together to find efficiencies is “will it reduce my rate?” there’ll always be regulators somewhere who think they can step in and force a solution. I don’t think it needs to come to that and, frankly, nothing sends a message clearer than freight sitting on a dock, which is not something that’s in anyone’s interest. Not too long from now, mandatory e-logs will help carriers and owner-operators of all sizes quantify the costs of detention as well as qualify the impact on hours of service and available capacity. In the meantime, there’s nothing stopping companies from treating our hard-working drivers with the respect they deserve. Drivers will always vote with their feet – it’s happening right now – but with some better communication between customer and supplier and operational improvements at the ground level, companies can avoid being left out in the cold when the eye of the capacity storm blows in.
byie`zqI krwaux leI ikMnw ku iqAwr ho skdy ho? ies qrHW dy qjrby frweIvrW nUM kdy nhIN Bu`ldy[ies qrHW dIAW khwxIAW au`Qy cldIAW rihMdIAW hn ij`Qy vI frweIvr iek`Ty huMdy hn jW rotI pwxI KWdy hn[ ies qrHW ieh vI pqw lgdw hY ik mOsm nwl twkrw nw kr skx kwrn ies isstm ‘c iks qrHW AOiKAweI k`txI pY skdI hY Kws krky jdoN brPIlw qUPwn jW PrIizMg mOsm hovy[ keI kMpnIAW hn jo ies qrHW dIAW hwlqW nwL twkrw kr rhy frweIvrW dIAW muSklW nUM h`l krn qoN korI nWh kr idMdIAW hn[ies qrHW ieh kMpnIAW msly h`l krn dI QW bldI ‘qy qyl pwx dw kMm krdIAW hn [ ieh hI kwrn hY ik AmrIkw dI srkwr ies sbMDI sKqI dw ru^ Apxw rhI hY[PYfrl motr kYrIAr syPtI AYfminstRySn v`loN iSprW dw rveIAw TIk krn leI frweIvrW nUM rokI r`Kx vwlIAW kMpnIAW Aqy pRqI mIl dr nUM pRBwivq krn vwlIAW kMpnIAW nUM jurmwny lw rhy hn[ AYP AYm sI AYs ey v`loN sur`iKAw nUM pRBwivq krn vwLy kMpnIAW v`loN kIqy jw rhy kMmW nUM vI iDAwn ‘c r`iKAw jw irhw hY ijhdy nwL srivs dy smyN ‘qy Asr pYNdw hY[ AYP AYm sI AYs ey dy fwierYktr AYnI PYro dw kihxw hY ik swnUM AwpxI trWspotySn klcr ‘c qbdIlI krnI pvygI qW ik ieh insicq kIqw jw sky ik sur`iKAw dy inXmW ‘qy Aml krn nwloN vI sur`iKAw izAwdw zrUrI hY[aunHW ikhw ik ies dw Bwv hY ik Arwm krn dy smyN ‘c qbdIlI krnI ijs kwrn Qkwvt mihsUs nw hovy[ mYN srkwr dI ie`Cw vI smJdw hW[ies sbMDI iS`pr Aqy kYrIAr iml ky koeI h`l k`F skdy hn[pr sMdyS swP hY, jy pRBwivq pwrtIAW Awpxy Awp suDwr nhIN krdIAW, jy iS`pr aunHW nUM syvwvW dyx vwilAW nwL g`lbwq nhIN krdy jW aunHW nUM hr g`lbwq ‘c ieh hI nzr AwauNdw hY ik ikDry myry ryt nw Gt jwx qW ies qrHW dy hwlwq ‘c inXmW nUM lwgU krn vwLI mSInrI nUM Tos h`l leI dKl dyxw hI pvygw[ mYN nhIN smJdw ik ie`QoN q`k g`l phuMcy ikauN ik koeI nhIN cwhuMdw ik aus dw smwn fOk ‘qy hI ipAw rhy[ies qrHW dI hwlq ‘c iksy dw vI Pwiedw nhIN[ bhuq smW nhIN l`gxw jdoN hr ie`k leI eI- lwg zrUrI ho jwxgIAW ijs nwL kYrIAr Aqy Enr AwprytrW nUM hr qrHW dy Bwr leI ruky rihx Aqy ibqwey GMty sbMDI KricAW dw pqw lgdw rhygw[pr ies smyN q`k kMpnIAW nUM h`f BMnvIN imhnq krn vwLy frweIvrW nUM aunHW dw bxdw siqkwr zrUr dyxw cwhIdw hY[frweIvrW dI rwey aunHW dy pYrW rwhIN id`qI jWdI hY- ies qrHW vwpr vI irhw hY- pr AwpsI cMgy qwlmyl nwL gwhk Aqy splwier Awpxy kMm DMidAW ‘c loVINdy suDwr kr lYx qW kMpnIAW dIAW bhuq swrIAW muSklW h`l ho skdIAW hn Aqy AOKy vyly vI cMgI qrHW lMG jwxgy[
frweIivMg dw kMm SurU krn leI zrUrI SrqW tr`ikMg AYc Awr kYnyfw, knyfIAn tr`ikMg AlwieMs( sI tI ey) Aqy sUbweI tr`ikMg AYsosIeySnW v`loN ieh rL ky Xqn kIqy jw rhy hn ik ies ieMfstrI ‘c ies qrHW dy inXm bxwey jwx ijnHW nwL knyfw Br ‘c frweIvrW leI ies ieMfstrI ‘c Awx ‘c shwieqw imly Aqy tr`k frweIvrW dI Gwt vI pUrI ho sky[ AYNplwiemYNt AYNf soSl ifvYlpmYNt kYnyfw dy sYktrol ieinSIeyitv pRogrwm v`loN iqMn swlw frweIivMg dw iPaucr nWA dy pRogrwm leI 1.2 imlIAn fwlr dI rwSI r`KI geI hY[tr`ikMg AYc Awr knyfw v`loN ies dI AgvweI kIqI jwvygI[ SurU kIqw igAw ieh kMm knyfw ‘c frweIvrW dI QuV sbMDI sI tI ey dI bilaU irbn bu`k Pors dIAW isPwrSW Aqy kwnPRMs borf AwP knyfw dI irport ‘qyy ADwrq hn[ ies pRojYkt ‘c aunHW swrIAW loVW Aqy SrqW sbMDI d`isAw jwvygw ijnHW dI ies kMm ‘c pYx 28
vwLy frweIvr nUM loV hovygI[izAwdw qjrby vwly frweIvr leI nYSnl AprYNitsiSp vrgy pRogrwm vl vI iDAwn id`qw jwvygw[ ‘frweIivMg dw iPaUcr’nWA dy pRogwrm ‘c ieh vyiKAw jwvygw ik ies ik`qy ‘c Swml hox vwLy frweIvr leI ikhVIAW mu`FlIAW g`lW dI loV hY qW ik auh srtIPweIf ho sky[ienHW g`lW ‘c ilKqI tYst rwhIN ausdy igAwn dI prK, sVk ‘qy vhIkl clwauNdy smyN dI Xogqw Aqy ieh ik aus dw pihlw hor frweIivMg dw ikMnw qjrbw hY, Awid vrgIAW g`lW Swml hoxgIAW[ tr`ikMg AYc Awr kYnyfw dI mu`K prbMDk eyNjlw spilMtr dw kihxw hY ik ies qrHW krn nwL lwiesMs pRwpq krn leI loVINdI Xogqw nwloN vI vDyry pRwpqI ho skygI[ aunHW Anuswr ies qrHW dIAW XogqwvW pRwpq krn smyN AsIN nvyN r`Ky jwx vwLy frweIvrW nUM ieh d`s skWgy
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ZZ Chrome Manufacturing Inc. The Industry Leader in Aftermarket and Custom Fabricated Accessories.
Z Chrome has been in business since 2000 and has built a solid reputation of being a premier provider of chrome and stainless steel accessories. The cornerstone of their success is building great relationships with clients, past and present. ZZ Chrome’s staff prides itself on providing professional service and ensuring that clients’ needs are met. In addition, the staff is not only knowledgeable and certified, but also has a vast amount of trucking experience and knows what’s it’s like to be behind the wheel of a tractor. ZZ Chrome acquires its products directly from North American manufacturers, thus eliminating the middle man. The result is better pricing, while maintaining warranties, for all customers. “Sometimes, when using a line of suppliers, warranties usually expire by the time the products reach the customer,” says ZZ Chrome’s management. “We ensure that all our products carry full warranties.” As former truckers, Johnny and Susie appreciate that
trucks are an extension of the men and women who drive them. That’s why they ensure that all customers get a wide selection of products, excellent service and installation, and full manufacturer warranty. In addition to business, ZZ Chrome has been a long time sponsor of charities, such as Mathew House and to local baseball, soccer, and hockey teams. They have also been regular sponsors of the APNA Truck Show and the Butch Taylor Memorial Truck Show. Visit ZZ Chrome’s great line of quality products, with great prices, in their massive showroom. Their location houses a full fabrication shop, installation bays, and much much more. They guarantee that their custom fabricated bumpers, panels, etc. are built to last. For more information, contact ZZ Chrome at 604-8882322 or visit their website at www.zzchrome.ca. You may also stop by their shop, located at #205, 9780 197B Street in Langley, BC.
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MAY / JUNE 2014
reightliner Trucks is one of the most recognized and respected names in the trucking industry. The largest division of Daimler Trucks North America, Freightliner Trucks manufactures Class 5-8 truck models that serve a wide range of commercial vehicle applications. Freightliner trucks are engineered for profit while offering the lowest cost of ownership for customers. For instance, the Freightliner Cascadia® and Cascadia Evolution enable customers to run more efficient and successful businesses. Both models are packed with engineering innovations that increase
in the industry, the interior is roomy, and the seats are big and tall. The automotive-style wraparound dash puts drivers in control with an ergonomic layout. The backlit LED gauges are easy to read, day and night. The steering column tilts and telescopes for precise adjustment. Steering-wheel-mounted controls for cruise, marker lights, engine brake and Driver Message Center help drivers focus on the road. The entire HVAC system has been tested and fine-tuned to offer the most comfortable work environment. And when you add ample, easily accessible storage and an optional Driver’s Lounge, you
productivity and lower operating costs. Both models also offer proven reliability and ease of maintenance in order to maximize uptime. And the Evolution’s optional Detroit™ DT12™ Automated Manual Transmission incorporates a durable, direct-drive or overdrive design, which minimizes wear on drivetrain components. Freightliner Trucks is also in constant pursuit of greater fuel economy and overall efficiency. We’ve spent years designing and testing a variety of aerodynamic enhancements that increase airflow around the cab and reduce drag. The Cascadia and Cascadia Evolution have logged thousands of hours of wind resistance and air flow testing in Daimler Trucks North America’s proprietary wind tunnel – the only full-scale, OEM-owned and operated wind tunnel for big rigs in North America. And both models proved out hundreds of thousands of test miles on actual roads in real-world conditions. Get behind the wheel of a Cascadia or Cascadia Evolution, and you’ll notice right away why these models are so popular. With one of the widest cabs
have one of the most efficient and comfortable cab environments ever developed for professional drivers. Freightliner Trucks engineered and built the Cascadia and Cascadia Evolution models to perform beyond expectations, so drivers and fleets can concentrate on running a profitable business. Our highquality construction and durable materials help the trucks hold their value for many years to come. . Put simply, these trucks are engineered and built for long-term efficiency, which improves our customers’ bottom line performance. That’s exactly what we mean by running smart. And Freightliner Trucks offers comprehensive, 24/7 customer support including one of the largest dealer and service networks in the industry, solid warranties and customizable financing options. The company’s commitment to innovation, technology and responsive customer relationships makes it easy to understand why Freightliner Trucks is the best-selling brand of heavy-duty trucks in North America. MAY / JUNE 2014
THANK YOU FOR KEEPING NORTH AMERICAN BUSINESS MOVING.
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 FreightlinerTrucks.com/Dealers.
ਆਪਣੇ ਨੇ ੜੇ ਦਾ ਇੱਕ ਫਰ੍ ੇਟਲਾਈਨਰ ਡੀਲਰ ਲੱਭਣ ਲਈ, FreightlinerTrucks.com/Dealers 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.
MAY / JUNE 2014
Supporting Women in Freight Transportation, First Meeting at Truck World More than 20 leading women in Canada’s trucking industry joined together at the Truck World trade show in Toronto last week, participating in the inaugural meeting of Supporting Women in Freight Transportation. The new national advisory committee was established by Trucking HR Canada and includes a cross section of senior managers, directors, presidents and C-level executives. Their goal is to educate women about careers in trucking, identify challenges and barriers to career paths, and promote the recruiting and retention practices which support women in the workforce. Vicki Stafford, vice-president of resource development at Cavalier Transportation Services, was named the committee’s first chairperson. Linda Young, vice-president of HR/people development at Bison Transport, was named vice-chairperson. “This committee will play a key role in identifying any barriers that stand between women and successful careers in the trucking industry,” said Stafford. “Together we will identify best practices, promote opportunities, and find long-term solutions to the driver shortage.” The committee quickly established the first steps for an action plan as well as timelines for related activities. “Only 3% of Canada’s truck drivers, mechanics, technicians and cargo workers are women,” observed Angela Splinter, Chief Executive Officer of Trucking HR Canada. “Any solution to the trucking industry’s intensifying shortage of personnel will clearly involve reaching out to this largely underrepresented group.” Women also account for just 11% of managers, 13% of parts technicians, 18% of dispatchers, and 25% of freight claims/safety and loss prevention specialists. A long-term, chronic shortage of qualified truck drivers has been recognized in recent reports by the Canadian Trucking Alliance (CTA) and the Conference Board of Canada.
Freight More at Risk During Supply Chain Disruptions Supply chain disruptions due to weather or other factors are being viewed as ripe targets of opportunity for cargo thieves, reports Fleet Owner. When the supply chain gets disrupted by a massive winter storm – as occurred often this past season in North America – or, perhaps, a port worker strike, “a lot of transportation companies being doing things outside of their normal safe practices due to excessive shipment backlogs,” Sam Rizitelli, national director for transportation at Travelers Inland Marine division, told to Fleet Owner. “During ‘disruptive’ events, there’s confusion and companies are often shorthanded – especially if it’s a weather event,” he added. “Things begin to back up, there’s chaos, and so the normal procedures for handling freight get put aside. That creates an opportunity we see more cargo thieves trying to exploit.” Scott Cornell, director of the Specialty Investigations Group (SIG) within the Inland Marine division at Travelers, explained how all this freight – particularly on the trucks – is now idle and exposed, often in unsecured locations. “It’s got nowhere to go and thus creates a ‘buffet’ of cargo for thieves to choose from.” Cornell added that once the disruption passes all of that delayed cargo must now get moved quickly – “again leading to another ‘buffet’ style situation as the focus is on speed and not necessarily proper security procedures,” he explained. Rizitelli noted that carriers and shippers alike must learn never to lower their guard where cargo in transit is concerned – but that especially goes double when transportation networks get “unsettled” by weather and other disruptive events. “In a way, it’s like football: who owns the clock owns the game,” he said. 40
FMCSA Starts New Rule on Insurance Minimums The Federal Motor Carrier Safety Administration says it will soon take a close look at the minimum insurance requirements for trucking, the agency announced in a report to Congress. According to Heavy Duty Trucking magazine, the agency said the current standards need to be reevaluated and has formed a team to draft a new rule. The last adjustment in 1985 set the current standard of $750,000 for general freight, $5 million for the most dangerous hazmats and $1 million for other hazmats. HDT reports this initiative arises from a study ordered by Congress in the 2012 highway law, MAP-21, in response to the increasing costs of crashes. Congress considered raising the insurance minimum for general freight from $750,000 to $1 million, but eventually decided to have the agency prepare an analysis that could become the basis for changes in the standard. Congress also ordered the agency to conduct a review every four years, going forward.The issue is likely to resonate as Congress drafts the next highway bill. Rep. Matt Cartwright, D-Pa., has a bill that would raise the $750,000 minimum to $4,422,000 and adjust it annually based on the medical CPI.
New Round of Fraudulent DOT Letters USDOT says a new round of fraudulent letters dated April 15, 2014 are starting to circulate among motor carriers. The letters appear to be from the “U.S. Department of Transportation Procurement Office” and signed by a fictitious name of “Janice DUNCAN – Senior Procurement Officer”. The letters are attempting to obtain banking information from the targeted companies. MAY / JUNE 2014
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MAY / JUNE 2014
Canadian Truckers Support IBC Program Aimed at Cargo Crime Prevention
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The Canadian Trucking Alliance and Insurance Bureau of Canada announced an expansion of the joint CTA-IBC reporting form. In yet another step towards the fight against cargo crime, IBC will extend the program to law enforcement agencies nationwide. Initially, the reporting form was developed by CTA and IBC jointly in 2011 in response to recommendations from CTA’s 2009-2010 Report on Cargo Crime in Canada. The form provides a means by which carriers can report cargo crimes to CTA and IBC. The information will then be immediately sent to law enforcement agencies across Canada, who will have the ability to search the database as required. Historically, carriers have been reluctant to report incidences of cargo theft for fear of public scrutiny, damages to corporate image, or increased insurance premiums, but this tool affords carriers an opportunity to report anonymously. The form was initially available via PDF to be faxed or emailed to CTA and IBC. With today’s announcement of the expanded program, the form is now available online in realtime for insurers and carriers. Furthermore, law enforcement agencies from across the country will have an ability to query the data collected by IBC, assisting in the recovery of stolen goods and apprehension of perpetrators. Data will captured, analyzed and shared, enabling the analysis of regional trends through a national lens. “Cargo crime was estimated in 2009 to be a $5 billion-ayear problem in Canada,” says CTA president and CEO David Bradley. “In fact, we suspect the figure is much higher, exacting a huge toll on the Canadian economy and threating the security of all Canadians. “The expansion of IBC’s nationwide database is an essential tool for recovery of stolen freight and equipment, apprehending criminals, developing and implementing appropriate countermeasures and quantifying the scope of the problem.” Bradley says. “CTA is pleased to partner with IBC and police services to help fight this growing problem and to encourage our members to utilize this newly improved tool.” CTA continues to establish and build strategic partnerships with law enforcement, insurers, customers and carriers to work towards preventing incidences of cargo crime.
sI tI ey- AweI bI sI dy irporitMg Pwrm ‘c vwDw krn dI qzvIz dw knyfIAn tr`ikMg AlwieMs Aqy ieMSUrYNs ibauro AwP knyfw dovW ny hI svwgq kIqw hY[ies qoN ie`k kdm A`gy jWdy hoey AweI bI sI ny ikhw hY ik auh ies pRogrwm nUM dyS Br dIAW kwnUMn lwgU krn vwlIAW eyjMsIAW q`k lY ky jwxgy[ pihlW pihlW irport krn vwLw Pwrm sI tI ey Aqy AweI bI sI v`loN rL ky 2011 ‘c iqAwr kIqw sI, jo ik sI tI ey dI 2009-2010 dI kwrgo kRweIm ien kYnyfw dI irport ‘qy ADwrq sI[ieh Pwrm ie`k qrHW dw swDn hY ijs nwL kwrgo dy kRweIm sbMDI irport sI tI ey Aqy AweI bI sI nUM kIqI jw skdI hY[ au`QoN ieh irport jldI hI knyfw Br dIAW kwnUMn ivvsQw nUM lwgU krn vwlIAW eyjMsIAW nUM Byj id`qI jWdI hY ijhVIAW ik loVINdI jwxkwrI lYx dIAW AiDkwrq huMdIAW hn[ ieh g`l vyKx ‘c AweI hY ik kYrIArW v`loN kwrgo dI corI dIAW GtnwvW dI irport krn qoN kMnI kqrweI jWdI hY ikauN ik ies qrHW smiJAw jWdw hY ik ies nwL kwrporyt dy Aks nUM D`bw l`g skdw hY, srkwrI pu`C ig`C ho skdI hY Aqy ieMSUrYNs dy pRImIAm ‘c vwDw ho skdw hY[pr ies nvyN FMg nwL Awpxw nWA gupq r`K ky iSkwieq kIqI jw skdI hY[ SurU SurU ‘c ieh Pwrm pI fI AYP ‘c imldw sI Aqy ies nUM Br ky sI tI ey Aqy AweI bI sI nUM PYks jW eI myl kIqw jw skdw sI[pr hux dy nvyN PYsly nwL ies ‘c vwDw kr id`qw igAw hY Aqy ieh Pwrm ieMSUrYNs Aqy kYrIArW nUM Awnlwien ‘qy vI imldw hY[ ies qoN A`gy ieh g`l vI hY ik dyS dIAW kwnUMn lwgU krn vwLIAW dyS Br dIAW eyjMsIAW AweI bI sI v`loN iek`Ty kIqy gey fytw sbMDI pu`C ig`C kr skxgIAW Aqy ies qrHW corI kIqy hoey smwn nUM brwmd kr skdIAW hn Aqy sMBwvI corW qoN smwn dw bcwA kr skxgIAW[kOmI p`Dr ‘qy iek`TI kIqI hoeI jwxkwrI nUM horW nwL sWJw krky ies dw ivSlySx vI kIqw jw skygw[ sI tI ey dy muKI Aqy mu`K pRbMDk fyivf bRYflI Anuswr kwrgo AprwD kwrn swl 2009 ‘c qkrIbn 5 iblIAn hr swl dy nukswn dw AMdwzw lwieAw igAw sI[aunHW Anuswr knyfIAn lokW Aqy ArQcwry dy nukswn leI ieh bhuq v`fI rkm hY[ brYflI Anuswr AweI bI sI dI ies sbMDI jwxkwrI nUM dyS Br ‘c PYlwaux dw ieh Pwiedw hovygw ik corI kIqy mwl dI pRwpqI kIqI jw skdI hY, AprwDIAW nUM PiVAw jw skdw hY Aqy nukswn hox qoN rokx leI Fu`kvyN FMg qrIky Apxwey jw skdy hn Aqy sm`isAWvW dw twkrw krn leI Xqn kIqy jw skdy hn[aunHW dw kihxw hY ik aunHW nUM AweI bI sI Aqy puils nwL rL kMm krn dI bhuq KuSI hoeI hY ikauN ik AsIN ies sm`isAw dw cMgI qrHW twkrw kr skdy hW[ aunHW ieh vI ikhw ik AsIN Awpxy mYNbrW nUM slwh idMdy hW ik auh ies nvyN Aqy vDIAw XMqr dI vrqoN krn[ ies qrHW dIAw GtnwvW rokx Aqy kwrgo kRweIm nUM rokx leI sI tI ey v`loN kwnUMn lwgU krn vwlIAW eyjMsIAW, bImw krn vwLy, kstmrW Aqy kYrIArW nwL vDIAw sbMD bxwaux dy Aqy TIk XojnwvW bxwaux dy Xqn inrMqr jwrI hn[
Mack Trucks unveiled a bold new brand identity during the 2014 CONEXPOCON/AGG event in Las Vegas
he updated expression of the brand sends a strong message about the significant changes in the Mack Trucks organization, its products and customer support solutions. A central element of the new brand expression is a sleeker, more modern logo, featuring the iconic Mack Bulldog symbol poised confidently above the Mack word mark, shining a light on elements that have always been core to the brand and present on the product. At the same time, the new mark is an expression of Mack’s presentday, forward-thinking approach to the heavy-duty truck industry and customer. 42
MAY / JUNE 2014
Todayâ€™s innovations like I-Shift and the XE Powertrain Package have driven our reputation as the fuel efficiency leader. But when you are focused on tomorrow, today is never good enough. Weâ€™re in constant pursuit of better; using our global perspective to always reach further, and our American truck builders to make it happen. We are propelled by an obligation bigger than fuel. An obligation to drive progress for you, your business, and our earth. Learn more about our leading innovations at volvotruckscanada.com.
Volvo Trucks. Driving Progress MAY / JUNE 2014
Freight Brokering in the United States AmrIkw ivc
Who is a Freight broker? A freight broker is an individual or a company that acts as a connection between an individual or a company that needs shipping services and a motor carrier that provides those shipping services. Why is a Freight broker important? Freight broker services are very important to the shipper and the motor carrier in running their businesses. As the broker assists the shipper in finding reliable carriers and helps the motor carrier in finding loads to run their business. How does the freight broker benefit by providing these services? The freight broker usually deducts a commission from the fees paid by the shipper and then pays the motor carrier the balance. Are Freight forwarder same as Freight brokers? Freight forwarders are quite different from Freight brokers, as the freight forwarder usually takes possession of a number of smaller shipments and consolidates them into one large shipment and then arranges for transportation of the consolidated shipments. Whereas a Freight broker does not take possession of the items being shipped and only works as a mediator between the shipper and the motor carrier. Are there any training courses that you need prior to becoming a freight broker? There are several courses provided to become a freight broker, however the training courses can only provide so much information and do not always provide the individual with the connections that you need to be successful as a Freight broker. Many Freight brokers start by working for a shipper or a motor carrier which helps them gain the operational knowledge along with building business connections. 44
- Sonia Nanda
What do you require to become a Freight broker? To become a Freight broker there are several government requirements including the broker to be licensed through the Federal Motor Carrier Safety Administration. The broker is also required to have a bond in place to protect the motor carriers if the broker goes out of business or does not pay their debts to the motor carriers. What is the bond requirement? A Freight broker was required to file a bond for the amount of $10,000 but as of October 1, 2013 the minimum financial security amount has been increased to $75,000. Are there different ways to get the $75,000 Bond? Yes, there are two different ways of obtaining the bond: - BMC-85 (Trust Fund Agreement) which requires $75,000 full collateral deposited with a bank or a trust company. The brokerâ€™s funds are held by the financial institution in escrow for the period the broker holds their license. - BMCâ€“84 (Freight Broker Bond) which requires the broker to pay a percentage of the bond amount, or premium that is paid to the surety provider. The bond is guaranteed with reserves in place to pay for any claims against the broker. The broker might be required to provide collateral depending on the surety. Which option is better in obtaining the bond? Both options have their benefits and drawbacks and it depends on the brokerâ€™s size and available funds as the BMC-84 might cost more on an annual basis but it provides the flexibility of not tying up $75,000 of your funds that can be used to run your operations. Where can I get more information and assistance in starting my own Freight brokerage business? If you need assistance in starting your own Freight brokerage business or want more information, call us at 1-800-965-9839. MAY / JUNE 2014
We are excited to announce our NEW FACILITY
Ph: 604-625-1133 www.goodlucktruck.ca MAY / JUNE 2014
28739, Fraser Hwy COMING SOON! 45
Surviving Major Accidents v`fIAW durGtnwvW qoN bcxw Be Prepared... the meaning of the motto is that a scout must prepare himself by previous thinking out and practicing how to act on any accident or emergency so that he is never taken by surprise. - Robert Baden-Powell
n the event of a Major accident, as long as the driver is wearing a seatbelt, the driver’s injuries are often minor. The driver compartment of the tractor is designed to move energy forces around the driver and protect in the case of all but the most traumatic of accidents. However, after the accident the driver has to leave this protective bubble. The drivers, while dealing with shock of the accident may have to, cut their seatbelt, break a window, walk or crawl through broken glass, escape from a fire, jump from a height, scale an embankment and survive extreme weather exposure. Any or all of these hazards may injure the driver more than the original vehicle accident did. And in my experience it does. Further, in the same way a ship captain is expected to run the evacuation of a sinking vessel, the driver is the one in control of the vehicle, cargo and accident scene. The primary role of the driver at that point is to keep anyone else from getting hurt. If at all able, especially in the event of a hazardous cargo, the driver must put in place safety measures, at least until first responders arrive. That means summoning first responders, setting reflectors or flairs to warn other drivers, fighting small fires, having hazardous cargo paperwork available for first responders, and assisting others when possible. This is a demanding task for an uninjured driver and can be made impossible for an injured one. Consequently the driver, driving in the climatically controlled protective capsule of the tractor is often not prepared to be forcibly ejected into the elements, yet alone into the role of accident site manager. Here are some specific recommendation that that will prepare drivers in the event of a major accident. 46
- Ken Davey
iqAwr rho... ies mOto dw ArQ ieh hY ik ie`k skwaUt nUM pihlW v`loN socy Anuswr Awpxy Awp nUM vwprn vwlI iksI durGtnw Aqy iksy Awey sMkt nwL nij`Tx leI ikvyN iqAwr rihxw cwhIdw hY, ieh nw hovy ik ies nUM vyK ky auh h`kw b`kw rih jwvy[ -rObrt byfn-pOvYl ij`QoN q`k v`fy AYksIfYNt dI g`l hY, auh frweIvr ijnHW ny sIt bYlt lweI hoeI hY nUM bhuq G`t s`t cot lgdI hY[frweIvr dw kMpwrtmYNt ies Anuswr bxwieAw huMdw hY ij`Qy bwhrlI qwkq dw bhuq G`t Asr pYNdw hY[ies qrHW bhuqy gMBIr hwlqW iv`c vI frweIvr dI sur`iKAw bxI rihMdI hY[pr frweIvr nuM AYksIfYNt hox qoN bwAd ies QW qoN bwhr jwxw pYNdw hY[ keI vwr ies qrHW dIAW durGtnwvW smyN frweIvrW nUM AwpxI sIt bYlt k`txI vI pYNdI hY, ivMfo qoVnI pY skdI hY, tu`ty hoey SISy iv`cdIN qurn qoN ibnw rING ky vI bwhr jwxw pY skdw hY, au`cy QW qoN ku`dxw pY skdw hY, au`cI QW ‘qy cVHnw pY skdw hY Aqy bhuq BYVy mOsm ‘c rihxw pY skdw hY[ieh vI ho skdw hY ik ies qrHW dy AYksIfYNt smyN koeI jW ies qrHW dIAW swrIAW rukwvtW jW vhIkl dy AYksIfYNt smyN vhIkl dw nukswn qW nw hovy pr frweIvr zKmI ho jwvy[myry qjrby Anuswr ies qrHW bhuq vwrI huMdw hY[ ijs qrHW fu`b rhy jhwz nUM KwlI krwaux leI jhwz dy kYptn qoN Aws kIqI jWdI hY ies qrHW hI vhIkl dw AYksIfYNt hox smyN vhIkl, l`dy hoey smwn Aqy aus jgHw dw izMmw vI frweIvr dw hI huMdw hY[ ies qrHW dy mOky ‘qy frweIvr dw mu`K mksd ieh huMdw hY ik auh aus QW ‘qy iksy hor nUM s`t cot l`gx qoN bcwvy[ jy tr`k ‘qy hYzwrfs kwrgo (zoKm vwlw smwn) hovy qW frweIvr nUM G`t qoN G`t aus smyN q`k sur`iKAw dy swry loVINdy pRbMD krny cwhIdy hn, ijMny smyN q`k mdd krn vwLw pihlw Amlw nhIN phuMcdw[ ies dw Bwv hY ik pihly rYspONfrW nUM sUcnw dyxI, hor frweIvrW nUM swvDwn krn leI rIPlYktr jW PlyAr lwxy, CotI motI l`gI A`g nUM buJwauxw, au`Qy phuMcx vwLy pihly Amly leI hYzwrfrs smwn sbMDI kwgz p`qr sONpxw Aqy ijMnw sMBv ho sky horW dI mdd krnw[auh frweIvr ijhVw ies hwdsy ‘c zKmI ho igAw hY aus qoN qW nhIN pr ijs dy s`t cot nhIN l`gI aus qoN au`pr d`sI Aws r`KI jw skdI hY[ keI vwr jdoN bwhrly mOsm qoN bcx vwlI QW ‘qy bYTw frweIvr tr`k clw irhw huMdw hY Aqy aus nMU bwhr inklxw pYNdw hY qW ies smyN aus nUM Awp hI socxw pYNdw hY ik kI kIqw jwvy[ hyTW ku`J ^ws g`lW hn ijnHW ‘qy Aml krky frweIvr iksy iBAwnk hwdsw vwprn smyN leI iqAwrI kr skdw hY 1. auh k`pVy pihnxy jo bcwA krdy hn vDIAw Awdq ieh hY ik frweIvr stIl toAW vwLy auh bUt pwvy ijnHW dy qLy ‘c gLI nw ho sky[ jy ies qrHW dy Arwmdyh nhIN lgdy qW kwaUbOey jW AYNkl bUt pwvy ijnHW nwL aus dy pYrW Aqy l`qW dw hyTlw ih`sw sur`iKAq rih skdw hY[AYksIfYNt hox qoN bwAd rMnr SU, sYNfl jW nMgy pYr hox kwrn Kqrw bixAw rihMdw hY[ MAY / JUNE 2014
Surviving Major Accidents 1. Wear clothing that protects. A best practice would have a driver in steel toed boots with puncture resistant soles on all the time. If you really can’t find ones that are comfortable, then try cowboy boots or ankle boots that will support and protect you foot and lower leg. Runners, sandals and bare feet will not protect you after an accident. 2. Wear clothing that can be seen in the roadway. A best practice would be to have hivis clothing or vest on all the time. Often driving down the road, I see oncoming truck drivers with their hi-vis vest hanging beside him. I often wonder why- is it uncomfortable? Who knows? If you can’t wear your vest all the time, the next best is to strap a flashlight and or personal reflector on your belt. Be sure you are not blending in. Black clothes may not show the dirt, but they keep you from being seen at night. Camouflage print clothing may be fashionable, but “blending in” is not the strategy that will keep you alive as a pedestrian on a highway. 3. Dress for the outside conditions, not the inside of the truck. Simply ask yourself the question, if I was outside right now, could I survive an hour in what I am wearing. If the answer is no, consider changing what you wear when you drive. A cold climate driver can wear their coat unzipped, turn down the truck heat, and have gloves and a hat in a pocket. Best practices would have you survive an hour, unaided outside the truck on a major highway. Remote locations require stronger measures. 4. Wear a belt and keep your cell phone attached to it-even when charging. Sweat pants may be comfortable to drive in but they are not protective or solid enough for safety. Best practices dictate the driver’s cell should be in a holster, attached securely to the drivers belt-even when charging. In the event of an accident the cell will unplug from the dash but stay in the holster where you can reach it. Whether the driver is trapped in the wreck, or thrown clear, the cell may make the difference between life and death. The cell phone is critical for summoning help. Even in areas with very little signal coverage a text message can be sent and received. Sometimes cell coverage can be obtained by climbing a hill or a tree. 5. Have a seatbelt cutter and winMAY / JUNE 2014
2. sVk ‘qy idsx vwLy k`pVy pwE cMgI Awdq qW ieh hY ik swrw smW hweIivj ( cmkdy) k`pVy jW vYst pwE[Awm vyiKAw igAw hY ik jdoN frweIvr sVk ‘qy tr`k clw rhy huMdy hn qW aunHW ny AwpxI vYst pweI nhIN sgoN ie`k pwsy vL hI tMgI hoeI huMdI hY[mYN Aksr hYrwn huMdw hW ik ieh pihnx ‘c aunHW nUM muSkl kI hY? kI pqw? jy qusIN swrw smW vYst nhIN pw skdy qW ies dw vDIAw bdl vI hY ik AwpxI bYlt ‘qy PLYSlweIt jW prsnl rIPlYktr lw lE[kwLy k`piVAW ‘qy ipAw im`tI G`tw qW BwvyN nhIN idsdw pr rwq smyN ieh pihnx nwL qusIN G`t ivKweI idMdy ho[ kYmUPlwj vwLy k`pVy PYSn vwLy qW ho skdy hn pr ienHW ‘c Fky hox kwrn hweIvyA ‘qy c`lx vwLy dy bcwA leI ieh TIk nhIN[
3. k`pVy bwhrly mOsm dIAW hwlqW Anuswr pihno tr`k dy AMdrly ih`sy leI nhIN Awpxy Awp nUM ieh pu`Co ik jo mYN k`pVy pihny hoey hn kI ieh bwhr inklx ‘qy ie`k GMty q`k sur`iKAq r`K skxgy[jy iesdw jvwb nWh ‘c hY qW jo qusIN frweIv krdy smyN pihinAw hoieAw hY aus nUM bdlx leI soco[TMF vwly mOsm ‘c c`lx vwLy frweIvr nUM kot pw lYxw cwhIdw hY Aqy ies dI izp Ku`lHI rihx dyxI cwhIdI hY, hIt Gtw dyxI cwhIdI hY Aqy dsqwny Aqy topI jyb ‘c r`K lYxy cwhIdy hn[iKAwl r`Kx vwLI g`l ieh hY ik jy iksy shwieqw qoN ibnw iksy mu`K hweIvyA ‘qy quhwnUM ie`k GMtw q`k bwhr rihxw pvy qW qusIN rih sko[dUr durwfy dIAW QwvW leI vDIAw pRbMD
Surviving Major Accidents dow breaker on your person. Best practices have the driver carry in pocket or on belt a multifunction tool capable of cutting the seatbelt webbing and breaking a window. Next best is a cab mounted (within reach of the seated driver) hammer cutter. Unfortunately in a major accident the tool may break free of the mount and fall out of reach of the driver. A major accident is a very emotional situation. Even seeing that someone else has had an accident inspires us to stop and help. The last thing you want to do is create more work for the first responders by becoming injured yourself. Remember that, even when helping you need to keep safe. Remember to wear your hi-vis vest. I know drivers that have been injured helping another at an accident scene. The worse case involved a guy actually being run over. There is a chance that if he had been wearing his vest, he may not have been. No one wants to have an accident but when one happens it happens so quickly that you won’t have time to react. Taking some safety measures are easy and can prepare you to be the leader at the accident scene instead of the victim.
krny cwhIdy hn[ 4. bYlt lw ky r`Ko Aqy Awpxw sYlUlr Pon ies nwL lw ky r`Ko, BwvyN ieh cwrj vI ho irhw hovy frweIivMg krdy smyN svY`t pYNtW (pjwmy) BwvyN Arwmdyh qW ho skdIAW hn pr auh nw qW bcwA krn ‘c shweI huMdIAW hn Aqy nw hI bwhrI s`t cot nUM rokx leI ieMnIAW mzbUq huMdIAW hn[vDIAw Awdq ieh hY ik frweIvr dw sY`l Pon holstr ‘c hoxw cwhIdw hY Aqy hr smyN sur`iKAq FMg nwL frweIvr dI bYlt nwL l`gw rihxw cwhIdw hY BwvyN ies nUM cwrj vI kIqw jw irhw hovy[ jy cwrj ho irhw hY qW AYksIfYNt hox smyN ieh pl`g ‘coN inkl skdw hY pr holstr ‘c hI rhygw ijhVw quhwfI phuMc ‘c hI hovygw[durGtnw ‘c frweIvr BwvyN rY`k ‘c PisAw hY jW bwhr ifigAw hoieAw hY sY`l Pon izMdgI mOq ‘c mu`K BUimkw inBwA skdw hY[mdd lYx leI sY`l Pon dI mh`qv pUrn BUimkw hY[ jy ielwkw ies qrHW dw hY ij`Qy isgnl G`t h Yau`QoN mYsyz vI ByijAw skdw hY Aqy pRwpq vI kIqw jw skdw hY[ keI vwr iksy au`cy QW ijvyN phwV jW dr`Kq ‘qy cVH ky vI sY`l Pon dI kvryj leI jw skdI hY[ 5. sIt bYlt ktr Aqy ivMfo bRykr Awpxy koL r`Ko vDIAw Awdq ieh hY ik frweIvr AwpxI jyb ‘c jW bYlt nwl sIt bYlt k`tx vwLw Aqy ivMfo bryikMg dy dovyN kMm krn vwLw XMqr koL r`Ky[ dUjI cMgI g`l ieh hY ik kYb iv`c l`gw hYmr ktr( jo frweIvr dI phuMc ‘c hovy) hoxw cwhIdw hY[ pr BYVI iksmq hox ‘qy AYksIfYNt hox smyN ieh XMqr aus QW ‘qy vI ifg skdw hY ijhVw frweIvr dI phuMc ‘c nw hovy[ iksy v`fI durGtnw ‘c hwlwq bVy jzbwqI ho skdy hn[keI vwr jdoN AsIN ieh vI vyKdy hW ik iksy hor dw AYksIfYNt hoieAw hY qW AsIN KVH ky aus dI mdd krn dI vI socdy hW[ ies smyN qusIN ieh cwhuMdy ho ik s`t cot qoN bc ky au`Qy pihlW phuMcx vwiLAW dI mdd kIqI jwvy[ ieh vI Xwd r`Ko ik jdoN qusIN mdd vI kr rhy ho qW Awpxy Awp dw bcwA r`iKAw jwvy[AwpxI cmkdwr vYst pihnxw vI nw Bu`lxw[mYnUM pqw hY ik dUjy P`tV hoey frweIvrW dI mdd krdy bhuq swry frweIvr zKmI vI hoey hn[ sB qoN mwVI g`l audoN hoeI jdoN ies qrW dI mdd krn smyN ie`k frweIvr hyTW hI kucilAw igAw sI[ies leI ies qrHW dy smyN jy aus ny vYst pihnI hoeI huMdI qW idsdw hox krky ies qrHW hyTW nw vI AwauNdw[ koeI nhIN cwhuMdw ik aus dw AYksIfYNt hovy pr jdoN ies qrHW dw Bwxw vrqdw hY qW quhwfy koL ies dI pRqIikirAw leI koeI smW nhIN huMdw[ pr jy ku`J sOKy Aqy sur`iKAq FMg Apxwey jwx qW qusIN AYksIfYNt vwLI QW ‘qy Kud iSkwr bxn dI bjwey pIVq dI mdd krn leI bhuq vDIAw kMm kr skdy ho[
The American Transportation Research Institute Finds Problems with FMCSA HoS Study The American Transportation Research Institute this week released its evaluation of the Federal Motor Carrier Safety Administration’s field study report on the new hours-of-service rules, which justified the recent changes that went into effect July 1, 2013. According to Heavy Duty Trucking, ATRI’s analysis found problems with the study from FMCSA, which was directed by Congress to study the effects of the restart provisions within the rules. “FMCSA stated that their field study results supported the efficacy of the new restart rule,” said ATRI. “Following a detailed evaluation of the field study report, ATRI identified a variety of technical issues related to research design flaws, validity of measurement techniques and interpretations and data conflicts within and across the study.” ATRI claims Congress required that the field study be “representative of the driv48
ers and motor carriers regulated by the hours of service regulations” but says the study includes, on average, less than 12 days’ worth of data for each of only 106 drivers. It also says the field study report purports to have measured differences between restarts with one and two nighttime periods, from 1 a.m. to 5 .a.m., but instead measured differences in restarts that range from 34-hours to an unknown/non-limited number of hours off-duty. Other problems ATRI says it found with the FMCSA field study include: It does not present research to support the limitation of the use of the 34-hour restart to once per 168 hours, or once per week. Use of the three-minute Psychomotor Vigilance Test, which measures reaction time to visual stimuli, showed lapses of attention by drivers in both duty cycle groups, but offered no link between the average number of lapses, fatigue and the safe operation of commercial vehicles.
The two duty cycle groups had lane deviation measurements that differed by 1/10th of a centimeter and the study authors provide no evidence that these findings are relevant or are an indicator of driver fatigue in either of the two groups. The difference in sleep obtained by the two duty cycle groups on their restart breaks differed by only six minutes per 24hour period. Average driver scores on the subjective sleepiness scale did not indicate any level of sleepiness. The study confirms that drivers in the “two or more nighttime” group are more likely to drive during the day, a time when FMCSA’s own data shows a higher crash risk. ATRI is the not-for-profit research arm of the American Trucking Associations and describes its report as an “independent evaluation.” For detailed info, visit ATRI website. MAY / JUNE 2014
Volvo Trucks Welcomes New Full-Service Dealer Facility in New Mexico Volvo Trucks’ service capabilities in the Southwest region of the U.S. have grown with the addition of a new Bruckner’s Truck Sales facility in Albuquerque, N.M.
The newly opened full-service Bruckner’s Trucks Sales location in Albuquerque, N.M. features 18 service bays and more than $1 million in parts inventory in the 13,000 square-foot parts warehouse
he 7.5-acre full-service dealership, easily accessible from Interstate 40, just off the Unser Boulevard exit, offers ample parking and 18 truck bays staffed by 16 technicians, two of which are Volvo master technicians. The new location also houses more than $1 million in parts inventory in the 13,000 square-foot parts warehouse. “Tremendous dealer engagement and investments, like the new Bruckner’s Truck Sales facility in Albuquerque, contribute greatly to the overall Volvo ownership experience,” said Göran Nyberg, president, Volvo Trucks North American Sales & Marketing. “The strength of our dealer network is essential for supporting customers and plays a vital role in maximizing uptime through our Remote Diagnostics connected vehicle platform.” Volvo Trucks dealers across North America have invested $370 million since 2010, including more than 50 new facilities or significant renovations and more than 25 planned or underway. The investments have resulted in a 50 percent increase in technicians, including more than a 150 percent increase in Volvo master technicians. Now, more than 25 percent of Volvo technicians are certified master technicians. Service bay capacity has increased 34 percent, while parts inventory has increased 37 percent, and the number of parts department employees has increased 68 percent. Volvo Trucks North America’s operations and products are guided by the company’s three core values: Quality, Safety and Environmental Care. The Volvo VNM, VNL, VNX, VHD and VAH trucks are assembled in the United States at the New River Valley Plant in Dublin, Virginia, while Volvo engines for North America are assembled in Hagerstown, Maryland. The New River Valley Plant is certified to ISO50001 energy standards. Both plants are certified to ISO14001 environmental and ISO9001 quality standards. MAY / JUNE 2014
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MAY / JUNE 2014
APHIS Proposes 205% Fee Increase For Cross-Border Truckers The United States Department of Agriculture’s (USDA) Animal and Plant Health Inspection Service (APHIS) has announced proposed changes to the fees it charges to recoup costs for conducting agricultural quarantine inspections (AQI) at U.S. ports of entry, such as hiring hundreds of new inspectors in recent years as well as Sunday, holiday and after-hours inspections. The impact on the cross-border trucking industry will be substantial. APHIS, which says it used an independent accounting firm to review the AQI fee structure, argues that the current fees charged to trucks do not generate sufficient revenue to cover the costs of the services. Currently, the Commercial Vehicle User Fee for a transponder is $205 (which includes $105 for the APHIS fee and $100 to CBP). APHIS is proposing to increase its portion of the transponder fee from US$105 to US$320 per year — a 205-per cent increase. Including the $100 CBP portion, the total fee to a commercial vehicle using a transponder would be $420, up from $205, under the plan. Commercial trucks without a transponder will see an increase $13.50 per crossing compared to the current fee of US$10.75, an increase of 52 per cent. According to APHIS, other than some inflationary adjustments, the proposed increases are the first since 2002 (a previous attempt in 2009 to increase the fees was withdrawn when groups like the Canadian Trucking Alliance and the American Trucking Associations objected) and are necessary to protect the country’s agriculture sector – the United States’ largest industry and employer – from risks posed by foreign animal and plant pests and diseases. It claims the revenue from fees charged up until now has been insufficient to cover all costs and compelled the Department of Homeland Security – whose Customs and Border Protection (CBP) Agency conducts the inspections of conveyances and cargo entering the country – to use appropriated funds for additional important homeland security functions and initiatives. “The proposed increases are ludicrous,” says David Bradley, president and CEO of the Canadian Trucking Alliance, a federation of the provincial trucking associations representing over 4,500 carriers. “They would considered so at any time, let alone in the current economic climate.” “The United States, like Canada, has every right to protect its agricultural sector from the importation of foreign pests and diseases, and inspections are a necessary part of that. But setting astronomical fee increases without consideration of the impact on other industries – or without seeking ways to more effectively and efficiently deploy its resources through risk assessment as opposed to inspecting every truck whether it is hauling agricultural products or not – is completely untoward.” “At a time when Canada and the United States are supposed to be working to implement the Beyond the Border Action Plan, APHIS comes along with a proposal that is beyond reason,” Bradley added. He says APHIS should be using a more targeted, risk assessment approach to consultation based on the “trusted trader” principles employed in other border security programs. “How efficient and effective is it to be inspecting and charging APHIS fees to trucks that are, for example, importing auto parts into the United States on plastic pallets?” he asks. “Inevitably, these costs will be passed along in higher freight rates to the shippers, importers and exporters.” This proposed rule will be available for a 60 day comment period. MAY / JUNE 2014
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he last few years have shown a dramatic shift in the luxury sedan class, with more and more manufacturers developing cars that showcase a sportier presence. In 2012, Audi joined the likes of the BMW 550GT and Porsche Panamera by introducing the all-new A7, a coupe-like luxury sedan that came outfitted with a hatch. From an exterior design standpoint, not much has changed for 2014; however, when I was handed the keys to the new 2014 A7, I couldn’t wait to test the new TDI Turbocharged engine – yep, that’s right, DIESEL. On the outside, the Audi A7 is a beautiful looking car. The front end is clearly Audi, with its signature LED’s, 4 rings, and an aggressive front fascia. The lines of the front bumper blend very nicely with the sides of the vehicle and lead elegantly to the rear, where again they merge seamlessly into the rear bumper. The swooping roofline and thin pillars make this coupe-like 4-door look like its moving, even when standing still. But the car is more than just gorgeous in that the design elements make it functional. For example, rather than going with a trunk, Audi has added a very well-hidden hatch that increases storage space. This sedan can easily accommodate five adults, with their luggage, which is quite remarkable considering its curb appeal. Carrying on with
functionality is the rear spoiler that activates above 130 km/h and retracts below 80 km/h – if you’re like me, you’ll want to keep the spoiler raised by just flicking a switch. Step into the vehicle and you’ll notice how far Audi has come with its design and choice of materials. Gone are the days of a boring interior; now, Audi interiors are sexy, refined, and elegant, 52
2014 Audi A7 TDI
A Diesel? What?...Wow!
Reviewed by: J. Dhatt - SJ Power Media Inc. but not overbearing. My test A7 was equipped with most of the options, including leather interior, navigation, heated seats, rearview camera, keyless entry with push-button start, and so forth. One aspect of the new design that I really like is the standard full seat in the rear; until last year, only rear buckets were available. If you’re like me and have children, this full rear seat is a definite plus. One aspect of design that you’ll need to compromise with is rear headroom. Yes, the coupe-like sloping roof is beautiful, but it does reduce rear headroom, especially for taller passengers. Is it a deal breaker? Not at all, according to my rear passengers when asked. Overall seating is very comfortable, yet still retains some firmness of a sports car. For the front passengers, the interior is definitely more like a cockpit, thanks to the high center console, wrap-around horizontal lines, and placement of all controls and gauges. At the center of the dashboard sits a beautiful 8” crystal clear LCD screen that shows all aspects of the vehicle’s MMI system, vehicle information, and settings controls. What’s great about the screen is that if you don’t want to see it, for example on long drives, just push a button and it gently retracts, with the lines blending right into the dashboard. In my opinion, Audi’s MMI is the best computer system in the market. It is just so intuitive, user-friendly, and easy to learn – one day behind the wheel and you’ve mastered the entire system. For the pilot, er driver, the gauge cluster is pure eye candy, especially with the colours for day and night. Once again, let’s talk functionality. All controls, whether on the center console, lower dashboard, or on the steering wheel are placed within reach, reducing any need to stretch. What’s more is that the gauge cluster packs so much information, but in such an easy design, that you can’t help but smile and know exactly what you’re wanting to change or adjust will do just that. Are you MAY / JUNE 2014
Car Review always searching on the side of the seat to set your memory position? Well, Audi has placed the memory buttons on the door panel – pretty functional again. Ready to drive? Okay, but let’s get the numbers out of the way first. This TDI engine churns out 240 hp and a whopping 428 lbs/ ft. of torque. That’s enough to rocket this car from 0 – 100 km/h in just 5.7 seconds, while being fuel efficient, with ratings of 8.5 (city) and 5.3 (highway) L/100 km respectively; now there’s two concepts that hardly ever go hand-in-hand, until now. The engine is mated with an 8-speed transmission and Audi’s Quattro Drive system. On the road, the new A7 is a driver’s dream with the engine providing effortless acceleration. On so many occasions, I had to double check the speedometer and then slow down – that’s how smoothly the car pulls away. Another option that came with my test vehicle is called Drive Select, in which you can customize the steering, throttle response, and suspension, or preselect from Comfort, Automatic, or Dynamic modes. Now, you can really tailor the car to your driving preferences. I switched frequently between Comfort and Dynamic mode and let me tell you, there was a noticeable difference. What also really impressed me was how quiet the A7 TDI is – it clearly isn’t your dad’s diesel. Sitting on the inside, none of the passengers could tell it was a diesel, and on the outside, there was just a slight amount of knocking.
The electric steering provides good feedback and the 19” tires and wheels provide a good ride. Take my advice and DO NOT get the 20” wheel package because you will compromise ride quality. For safety, the Audi A7 comes loaded with all the standard front,
seat and curtain airbags, ABS, traction control and so on. For a little bit more, options such as Vision Package and Driver Assist Package provide heads-up display, night vision, adaptive cruise control with stop and go, and lane departure warning. The Audi A7 TDI is another vehicle that is breaking away from the normal sedan look, which is probably going to be a trend in the future. This sexy new car, one of my favourites, is gorgeous to look at, is driver oriented, has tonnes of power, and only sips fuel. Can’t get much better than that. The 2014 A7 TDI starts at $ 72,900.
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Applying Business Strategy in Trucking tr`ikMg ‘c vpwrk nIqI dI vrqoN B
usiness Strategy is the premier tool for management to ies mukwbly dI dunIAw ‘c iksy kMpnI dI qr`kI leI zrUrI drive a company forward in this competitive world. Many hY ik ie`k TIk vpwrk ivDI ApxweI jwvy[bhuq swrIAW nvIAW new trucking business owners mistakenly ignore the need of fortr`ikMg kMpnIAW ie`k Tos vpwrk nIqI nw bxwaux dI glqI kr mulating a solid business strategy. They consider their years of bihMdIAW hn[ies qrHW dy mwlk ieh smJdy hn ik aunHW dw swlW driving experience as a replacement for having to worry about b`DI frweIivMg dw qjrbw hI ies leI kwPI hY[ ieh TIk hY ik business strategy. Of course driving experience is an asset, but it frweIivMg dw qjrbw ie`k vwDU gux hY pr ies nwL ieh nhIN smJ is not a guaranteed pass to be successful in the trucking business. lYxw cwhIdw ik tr`ikMg ibzns ‘c ies nwL hI kwmXwbI iml Today, strategic planning has become more important to skdI hY[ A`j dy Xu`g ‘c qknIk Aqy mukwbly kwrn vpwrk trucking companies because technology and competition mwhOl sQweI nhIN irhw Aqy nw hI ies dI Biv`KbwxI kIqI have made the business environment less stable and less jw skdI hY, ies leI mukwbly vwLI nIqI tr`ikMg kMpnIAW predictable. In order to survive and prosper, trucking leI bhuq zrUrI ho geI hY[ companies need to take the time to identify the niches in cldy rihx Aqy A`gy vDx leI tr`ikMg kMpnIAW leI which they are most likely to succeed, and to identify the zrUrI hY ik auh smW k`F ky aunHW g`lW nUM smJx Aqy aunHW resource demands that must be met. One other misconsoimAW dI pCwx krn ijnHW dI loV kyvl v`fy vpwrk Adception about business strategy is that some people think wirAW nUM hI nhIN sgoN ijMnI ies dI loV v`fy ibznsW nUM hY strategic planning is something meant only for big busi- Dara Nagra au`nI hI Coty ibznsW nUM vI iesdI loV hY[ivDI pUrbk Xojnw nesses. It is equally applicable to small businesses. Stradw Bwv hY ik iml rhy mOikAW dw Awpxy ibzns nwL myL MBA PMP ® tegic planning is matching the strengths of the business krnw[ieh qW hI sMBv ho skdw hY jy qusIN ibzns cOigrdy to available opportunities. This is done effectively by collecting, dw pUrI qrHW ivSlySx krky jwxkwrI iek`TI krdy ho[ ibzns screening, and analyzing information about the business environmwlkW nUM Awpxy ibzns dI spSt jwxkwrI hoxI cwhIdI hY- Bwv ment. The business owners need to have a clear understanding ies dIAW Pwiedy vwlIAW Aqy nukswn vwlIAW g`lW[ mwlkW nUM of their business - its strengths and weaknesses. They need to spSt inSwny, pRwpqIAW Aqy audyS inscq kr lYxy cwhIdy hn[keI develop a clear mission, goals, and objectives. Acquiring this unvwr ies soc nUM Apnwaux leI Aws nwloN vI v`D kMm krnw pYNdw hY[ derstanding often involves more work than expected. swl Br tr`ikMg ibznsW dy mwlk hr roz dy kMmW ‘c ru`Jy rihMdy Throughout the year, trucking business owners keep themhn[aunHW dy ruJyvyN kyvl hyT ilKy kMmW q`k hI sImq nhIN huMdy: selves occupied in managing the day to day business operations. * cMgw lwhyvMd lof jW Pryt kWtrYkt l`Bxw The operational activities include but are not limited to: * vwpsI gyVy nUM XkInI bxwauxw • Finding good, profitable loads or freight contracts * Pryt bRokrW nUM ib`l/ienvoAwiesW dyxIAW • Ensuring return trips * pYsy dy lYx dyx dw pRbMD (lYx vwly jW dyx vwLy Kwqy) • Billing/Invoicing freight brokers * frweIvr BrqI krny Aqy aunHW nUM itkweI r`Kxw • Managing cash flows (accounts receivable/payables) * stwP dI py rol Aqy shUlqW • Driver recruitment and retention * swz smwn dI srivs Aqy sMBwl • Payroll and incentives for staff * ilKq pVHq Aqy loVINdy kMmW jW hukmW ‘qy Aml krn dy kMm kwr • Equipment service and maintenance * tYknwlojI dw smwn (kMipaUtr, swPtvyAr) • Paper work, record keeping, permit renewals * ibzns nUM lgwqwr cldy r`Kxw (pYx vwLIAW rukwvtW qoN bcxw • Safety and Compliance issues jW pYx qoN rokxw) • Technology infrastructure (computers, software) ies ilst nUM ijMnI mrzI hor vDw lE[tr`k ibzns dy mwlk • Business Continuity (preventing and avoiding interruptions) dy mn ‘c jdoN krn vwLy ieMny kMm hox qW ieh qW sMBv hY ik aus The list can go on and on. With this many activities occupying kol ivDI jW FMg Awid socx leI smW hI nw hovy[ pr kwrjivDI the truck business owner’s mind, it is obvious that there is not hY kI? ies nwL iksy ibzns jW sMsQw nUM lMby smyN leI syD jW enough time to think about strategy. But, what is Strategy? StratinSwnw imldw hY[ijs ‘c cuxOqIAW Aqy Awpxy sImq vsIilAW egy is the direction and scope of an organization over the longrwhIN, mwrikt dIAw loVW nUM mu`K r`K ky AwpxI kMpnI leI v`D lwB term; which achieves advantages for the organization through its pRwpq krnw huMdw hY[ Awm qOr ‘qy kMpnI dI nIqI hyT iliKAW svwlW configuration of resources within a challenging environment, to dy jvwb idMdI hY: meet the needs of markets and to achieve higher profits for the 1. lMby smyN ‘c ibzns iks pwsy v`l jwvygw (iks idSw vl) organization. In general, the company strategy answers the fol2.ikhVIAW mwriktW ‘c ibzns dw mukwblw hovygw Aqy aunHW lowing questions: mwriktW ‘c ikhVy ikhVy kMm Swml hn? (mwrikt Aqy guMjwieSW) 54
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Applying Business Strategy in Trucking 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; 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, 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)? 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. The starting point for a new business is to create an effective business plan. A business plan is a written document that describes a business, its objectives, its strategies, the market it is in and its financial forecasts. It has many functions, from securing external funding to measuring success within the business. Many people think that the only reason to develop a business plan is to convince potential lenders or investors to provide financial backing. This view is a
3.aunHW mwriktW ‘c ibzns horW nwloN ikvyN vDIAw kIqw jw skdw hY? (lwB) 4. aunHW mwriktW ‘c mukwblw krn leI ikhVy swDnW (hunr, srmwieAw, sbMD, qknIkI Xogqw Aqy shUlqW) dI loV hY? (irsorsz) 5. mukwbly ‘c ibzns ‘qy ikhVy bwhrly Aqy AwLy duAwly vwqwvrx dy swDn Asr pwauNdy hn? ( AYnvwiernmYNt) 6. ibzns dy Awly duAwly vwilAW dIAW kdrW kImqW Aqy aunHW nUM kI AwsW hn Aqy aunHW dw kI Asr hY? (klcr) strYtjI ie`k auh Xojnw hY ijs nwL pqw cldw hY ik ie`k QW qoN dUjy QW ikvyN phuMcxw hY? ieh Awx vwly smyN leI kMm krn dw FMg hY; imswl vjoN ie`k tr`ikMg kMpnI ijhVI hr roz ^ws iksm Aqy mihMgIAW vsqW dI FoAw FuAweI krdI hY auh bhuq hI ^ws iksm dI ivDI dI vrqoN kr rhI hY[strYtjI ie`k ies qrHW dI AvsQw jW hwlq hY ijs nwL ieh pqw huMdw hY ik Kws syvwvW jW cIzW nUM iksy Kws smyN ‘qy ^ws itkwxy ‘qy ikvyN phuMcwauxw hY[strYtjI jW kMm krn dw ivSyS FMg auh hY ijhVI ik iksy Kws tRWsprtySn kMpnI nUM iksy ^ws mwrikt ‘c AwpxI hoNd brkrwr r`Kx leI Aqy mukwblw krn leI Awpxy inSwny Aqy idRStI ‘c r`Kxw pYNdw hY[ies dy nwL hI aus nUM Awpxy vrgIAW dUjIAW kMpnIAW nwL mukwbly dw vI iDAwn r`Kxw pYNdw hY[nvyN ibzns leI SurUAwqI g`l ieh hY ik auh pRBwvSwlI ibzns plYn bxwvy[ ibzns plYn ie`k auh ilKqI dsqwvyz hY ijs ‘c ibzns, ies dy audyS, kMm krn dIAW ivDIAW qy nIqIAW, ijs mwrikt ‘c kMm krnw hY aus bwry Aqy iv`qI swDnW sbMDI vrnx kIqw huMdw hY[ ies ‘c bwhrlI PMifg pRwpq krn qoN ibnw Awpxy ibzns dI AMdrUnI kwmXwbI mwpx vrgy keI kMm Swml hn[keI lok smJdy hn ik ibzns plYn dy ivkws dw ie`ko ie`k kwrn hY ik pYsy dyx jW lwx vwilAW nUM ies sbMDI XkIn duAwieAw jwvy[pr ieh iKAwl QoVHy
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MAY / JUNE 2014
Applying Business Strategy in Trucking little short-sighted. A well-developed plan provides a blueprint and step-by-step instructions on how to translate a business idea into a profitably marketed service. There are a number of key considerations that play an important role in shaping the contents of the business plan. These considerations include whether this is the first plan for a new business or business opportunity, or a plan that updates or supersedes an already existing plan. Obviously, the business’ position in its life cycle will have a significant impact on the type of planning that’s needed. An ongoing business might require a plan that relates primarily to a new market segment that it wants to enter. For example, in trucking it is easy to start with general freight, but, with experience a new business plan can be generated to cover some specialized freights like liquids, flat beds, hazmat or dangerous goods. The first half of the business plan is geared towards helping develop and support the business strategy. It covers the market, the industry, customers and competitors. It evaluates the strengths and weaknesses of each competing firm and looks for opportunities in the marketplace. All of these steps are largely aimed at helping to create a strategy for the business. The second half of the business plan is largely to execute the business strategy. The company services, marketing and operations should all closely tie in with the strategy. In today’s crowded marketplace, every business is probably going to have serious competition no matter how creative the business concept is. That is why the business plan needs to realistically identify where they will do things in similar manner as their competitors, where they will do things differently, where they have real strengths and where they have real weaknesses. Trying to run a major aspect of the business significantly better than competitors may be a very difficult challenge. Hence, it is often better to focus in planning on being different than the competition and competing with them less directly. This may lead the business owners to answer some strategic questions. The questions include: Is there a particular market niche to focus on? Is there a unique strategy to be adopted? Can the services be positioned differently? Are there any alternative sales or marketing vehicles? There is no harm in seeking professional help to develop a solid and executable business plan. The internet is a great tool with tons of information resources to guide you to develop this plan. The Government of Canada also helps new business owners in formulating business strategy. It has provided a web tool to create a business plan. The website link is: http://www.canadabusiness.ca/eng/page/2865. The real value of creating a business plan is not in having the finished product in hand; rather, the value lies in the process of researching and thinking about your business in a systematic way. The act of planning helps you to think things through thoroughly, study and research if you are not sure of the facts, and look at your ideas critically. It takes time now, but avoids costly, perhaps disastrous, mistakes later.
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MAY / JUNE 2014
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• Show & Shine • Various Entertainment • Ride & Drive • PLUS the Co-located Pacific • Conference Sessions & Luncheon Heavy Equipment Show For more information Call: 1-888-454-7469 or Visit us online: MAY / JUNE 2014
Don’t reinvent the wheel, take control of it with our solutions! Is Air Really Free? Not When You Use It To Inflate Your Tires!
ir may be free but its costing fleet’s thousands a year in increased operating costs for their tires and fuel. What is the single most important item fleets need to manage to achieve maximum tire mileage, increase the amount of retreads out of your casings, improved traction and breaking distance and better fuel economy? The answer is to keep your tires inflated at all times at the recommended pressure. Just 10% underinflation could shorten tread life by 15% according to The Technology & Maintenance Council (TMC). Sounds easy enough, but like most things in life, it
continues to be a major problem in the trucking industry. The reality is that drivers do not check their tire pressure as often as they should and often not at all! It either takes too long (20 min) to check 18 tires before driving off, it’s a dirty job, too much effort to bend down and connect a gauge especially to the inner tire through small holes in the rim, and the gauges aren’t accurate either. Then there are those who feel that they can tell which tire is underinflated just by looking or kicking the tire and we all know how accurate that is. Does it have to be a continuous problem? No. Why not you ask? Because using Nitrogen instead of air in your tires is the solution to keeping your tires properly inflated at all times. Myth Buster One of the biggest misconceptions with Nitrogen is that you have to top up your tires with Nitrogen. And since Nitrogen isn’t readily available when you are away from your yard, you won’t be able to top up your tires with Air. Simply not true at all. Once your tires are filled with Nitrogen (with at least a 95% purity level), you won’t negatively affect the purity by topping up with air because the air your putting back in already has 78% nitrogen, (the other is 21% oxygen and 1% argon), and that is all that matters to maintain the benefits of Nitrogen. Because you are only putting in a little air for topping up, the oxygen level is still less than 5% for the tire. If you remember from last month’s article, it’s the 58
22% oxygen that causes the problem of underinflation and by increasing the nitrogen level to 95%, you obtain optimal pressure retention vs air filled tires. So go ahead and top up with air when on the road, although once you have Nitrogen, your need to top up will be drastically reduced anyway. Your Tires Are Talking. Are You Listening? We cannot influence the road conditions or ensure drivers consistently check their tires, but the use of Nitrogen inflation to properly maintain optimal tire pressure, in combination with a good vehicle and tire maintenance program such as tread depth and scrap tire analysis allows fleets to minimise operating expenses. Consequently fleet operators incur significant wastage of fuel and tires associated with poor tire management and premature tire replacement. And with today’s rising tire and fuel prices, as well as more restrictive emission legislations, tire life and fuel consumption are major economic and ecological factors in transport operations. Fleets need to fully understand and effectively deal with underinflation and utilize the valuable information the condition of their tires can tell them to really optimize their tire management and fuel performance program, especially to stay ahead of the competition. Scrap analysis and tread depth examination will show signs of uneven and irregular wear and allow you to address and correct the various causes such as alignment issues, driver behaviour, excessive camber, mismatched inflation pressure, loose wheel bearings, etc. Knowledge is power and it’s hard to prevent tire problems without it. Proactive Not Reactive Clearly then the goal of every fleet is to have the best program to accurately measure their tire performance data and fuel economy. Once again, easy to say, not so easy to capture or analyze the information effectively. Unfortunately, its very time consuming, labour intensive and depending on your PM schedule, not very practical without significantly changing your operating procedures. The good news is that working with an outsourced service provider will help you optimize your tire and fuel management program to achieve the savings you need to stay competitive without affecting your current operations. Anything worth doing is worth doing well.” If you don’t have properly trained people and properly equipped facilities, you’re better off outsourcing the service. Because it’s vital to understand all factors of underinflation and tire data, next month I will go into more detail on what information you can learn from your tires. And tires that last longer also mean more productivity and uptime, both of which contribute directly to profitability. Until then, feel free to contact me for more information and help to make scientific, informed choices on tire and fuel management solutions. MAY / JUNE 2014
30 th ANNIVERSARY
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.
MAY / JUNE 2014
1.800.661.4661 | tigertool.com 59
T680 Kenworth‘s most aerodynamic truck ever
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Kenworth T680. Fusing precision-optimized aerodynamics with luxury, intelligent technology and quality. The Kenworth T680 could change the way you do business. The way you reward drivers. The way you save money on fuel you don’t put in the tank. And, moving forward, the way you measure your investment in heavy duty trucks.
• Let your journey begin.
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 60
MAY / JUNE 2014
North American Truck Shows
Desi Trucking Magazine was invited to the Mid-America Truck Show in Louisville, Kentucky in March. This is the largest truck show in North America and the perfect venue for new products to be launched and showcased. For three full days, participants had the opportunity to speak with industry professionals, view new products, and enjoy some leisure activities as well. We look forward to attending next year as well. Desi Trucking Magazine was proud to be a Media Sponsor of Truckworld 2014, held in April in Toronto, Ontario. For three days, the weather cooperated so that all attendees could congregate at the International Centre. Once again, Truckworld featured new products and services from companies big and small. Desi Trucking Magazine was also at hand to attend Peterbiltâ€™s 75 year celebration. Looking forward to the show in 2016. MAY / JUNE 2014
akefield Canada has a significant presence in Canada’s automotive aftermarket industry, marketing and distributing premium branded products for both consumer car and commercial heavy duty segments. We have a diversified customer base of over 5,000 Installer customers, access to global marketing resources, cutting edge technology, and national distribution capabilities. With our strong focus on the customer and consumer experience, Wakefield has become one of Canada’s 50 Best Managed Companies and has been recognized multiple times as a Top 50 Best
Small and Medium Employer. Our head office and manufacturing operations in Toronto are connected by a significant on-road and rail fleet to our distribution centres, located in all major cities across the country. Wakefield is the exclusive supplier of Castrol lubricants, Canada’s #1 brand across all categories. Castrol’s Heavy Duty Lubricants offer superior engine protection for commercial fleets. Think trouble-free operation over extreme drain intervals. Make your fleet as reliable and profitable as possible, with these products. Castrol Elixion: revolutionary synthetic engine oil featuring an extremely low pour point, high viscosity index, and outstanding viscosity and wear protection over temperature ranges. Elixion has proven fuel economy savings of up to 4% over conventional oils, and is proven to reduce CO2 emissions and ash-forming deposits. You can safely extend drain intervals up to double the OEM recommendations when you use Elixion because it actively resists breakdown and copes easily with soot load. Castrol Hypuron and Hypuron Advanced Formula: semi-synthetic formulations that extend 62
drain intervals up to 70,000 miles/112,654 kms, or 900 driving hours. Hypuron’s proprietary formulas have been tested to combat engine damage from corrosion, oxidation and soot better than conventional competitors. Because of it’s radial polymer technology, Hypuron is unbeatable when it comes to shear protection too, decreasing piston and engine wear. Castrol Tection and Tection Extra: heavy-duty diesel engine oils designed for maximum protection and superior performance. Tection’s special low ash formulation exceeds the key 12 metrics of the API CJ-4 specification, providing total protection— from component wear to corrosion, it’s got you covered. Castrol also offers premium natural gas engine oil and a complement of premium greases, gear oils, hydraulic and transmission fluids. Wakefield supports your fleet with these other Wakefield brand products: H2Blu Diesel Exhaust Fluid: not just a pure DEF but the customized solutions to store, dispense, and monitor it. Installing a DEF system can lead to fuel economy savings of as much as 5%. Wakefield manages all aspects of H2Blu manufacture, distribution and delivery, ensuring H2Blu is quality assured for maximum purity for your fleet. Flex financing and local training are available. SuperClean: our leading international automotive cleanerdegreaser. Dissolves grease, oil, wax, tar and dirt on contact— an industrial-strength cleanser for engines, underbodies, small parts, wheels, tires and virtually any tough tasks you want clean fast. SuperClean is biodegradable, phosphate free and non-flammable. As an expert in the heavy-duty marketplace, Wakefield Canada serves your unique needs best. Our premium brands, dedication to customer service, technical support, and marketing programs will drive your growth. Find out more at www.wakefieldcanada.ca or www.castroldiesel.com MAY / JUNE 2014
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MAY / JUNE 2014
Published on Apr 29, 2014