Page 1

Where The Truck

Meets The

R AD ij`Qy tr`k Aqy sVk imldy hn

A BIG thank you to every driver out there who goes the Distance everyday!



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Editor’s Note / sMpwdkI

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

Awpxy suBwA nUM ‘iksnUM pRvwh hY’ dI QW ‘mYnMU pRvwh hY’ iv`c bdlo[ kyAr jwxI pRvwh Sbd dI swfI swirAW dI izMdZI iv`c bhuq mh`qqw hY, pr AsIN ies Sbd nUM iks qrHW vrqdy hW ieh swfy au~pr inrBr krdw hY[ swfI izMdZI iv`c swnMU ikqy nw ikqy jW iPr hr vkq ieh iglw rihMdw hY ik dUsry swfI pRvwh nhIN krdy pr AsIN ieh nhIN socdy ky AsIN dUsirAw dI ikMnI ku pRvwh krdy hW[dUijAW nUM kihx qoN pihlW AsIN ikEN nhIN Awpxy suBwA nUM ‘mYN pRvwh krdw hW’ iv`c bdl lYNdy[ sVk au~pr AsIN Aksr hI vy-pRvwh frievr dyKdy hW, ieh bVw ^qrnwk ruJwn hY, ^ws krky jykr AsIN tr`k vrgw v`fw vhIkl clwauNdy hW, ie`k jW do tRylrW nwl[ AsIN pRoPYSnl frwievr khwauNdy hW, Aqy swfw ivvhwr vI hmySw pRo&YSnl hoxw cwhIdw hY[ svyry kMm qy jwx leI tr`k stwrt krn qoN lY ky vwps Gr Awx q`k[quhwnMU pRI tirp qoN lY ky vwps Awaux q`k hr CotI qoN CotI cIz dI pRvwh krnI cwhIdI hY[ieh quhwfy kMm nUM ie`kswr Aqy su^wLw bxwaux dy nwl nwl sVkW nUM vI vDyry sur`i^Aq bxwvygI[ dysI tr`ikMg mYZzIn dy ies AMk iv`c AsIN ‘ij`Qy tr`k Aqy sVk imldy hn’ dy isrly^ hyT twierW Aqy qknwlozI au~pr rOSnI pwauNdw m`uK LyK CwipAw hY[ijvyN mYN au~pr vI ies g`l dw izkr kIqw hY ik tr`ikMg iv`c hr CotI qoN CotI g`l mh`qv r`KdI hY[ A`j k`l qusIN kmwauNdy ikMnw ho dy nwloN bcwauNdy ikMnW ho ijAwdw mh`qvpUrn hY[Awpxy ies mYZzIn dy ly^W Aqy ieSiqhwrW rwhIN AsIN quhwnUM pYsy bcwaux vwlIAW vsqW Aqy qknwlozI bwry jwgrUk krdy rihMdy hW qW ik qusIN ijAwdw pYsy bcwA ky Gr iljw skoN[ iksy vI cIz nUM KRIdx qoN pihlW iksy qzrbykwr bMdy dI slwh Aqy ies vsqU bwry GoK pVqwl jrUrI hY[ A`j zmwnw jor nwl kMm krn dI bjwey smJdwrI Aqy qknwlozI nwl kMm krn dw hY[ Awpxy ik`qy pRqI ijAwdw qoN ijAwdw jwxkwrI hwsl kro, v`D kmweI kro, pirvwr Aqy dosqW im`qrW nwl izMdZI dw AnMd mwxo[ Agly AMk iv`c iPr imldy hW…… 4

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

JAG DHATT Corporate VP

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Eastern Canada

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

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


Where the Truck meets the Road

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

lgdy irMmW ‘qy v`KrIAW DwqW dy irMm nw vrqo[ A`gy g`l AwauNdI hY tr`k dy sspYNSn dI[ ieh auh cIz hY ijhVI ik Prym nUM tr`k dy vHIlW nwl joVdI hY[ ieh keI qrWH dy hn keI vwr qW ie`k tr`k ‘c hI v`K v`K qrHW dy l`gy huMdy hn[ imswl vjoN Aglw jW stIAirMg AYksl Prym nwL lIP spirMgW nwL joiVAw huMdw hY[ ieh stIl plytW dw huMdw hY ijs dIAW plytW qkrIbn do ieMc cOVIAW Aqy ie`k cOQweI ieMc motIAW huMdIAW hn[ ies spirMg sY`t A`p ‘c l`g B`g A`T plytW huMdIAW hn Aqy hr ie`k cwr Pu`t lMbI huMdI hY[ pihlW au`upr lMbI huMdI hY Aqy hyTW AwauNdy ies dI lMbweI GtdI jWdI hY[ ies qrHW dy stIl AYksl 15,000 pONf q`k Bwr auTw skdy hn[pr Awm qOr ‘qy stIAirMg AYksl ‘qy tr`kW vwLy 12,000 pONf qoN v`D nhIN l`ddy[ ikauN ik toey Awid ‘c ies qoN v`D Bwr kwrn AYksl nUM nukswn ho skdw hY[ sspYNSn dw ku`J ih`sw Swk AYbjOrbr Bwv JtikAW nUM sihx vwLw vI huMdw hY[ jdoN au`cy nIvyN QwvW ‘qy Jtky lgdy hn qW ieh Swk AYbzOrbr, spirMgW dw vwDU Bwr Awpxy ‘qy lYNdy hn[ ieh Swk AYbzOrbr Aiq zrUrI hn ikauN ik ie`k qW ieh spirMNgW dw nukswn hox qoN bcwauNdy hn Aqy dUjw tr`k cldw r`Kdy hn[ pwvr stIAirMg quhwnUM sVk ‘qy lgdy JtikAW qoN vI bcwauNdy hn[ jy ieh nw hox qW sVkW dIAW au`cIAW nIvIAW QwvW stIAirMg ‘qy bYTy smyN quhwfy AMgUiTAW Aqy auNglIAW nUM vI zKmI kr skdIAW hn[ ie`Dr au`Dr jWdyy styAirMg ‘qy bYTy hoey jdoN au`cy nIvyN QwvW ‘qy quhwfw tr`k jWdw hY qW ies qrHW dy hwlwq vI bx skdy hn ik quhwfI h`fI nUM nukswn nhIN qW quhwfI pkV nUM zrUr iF`lI pw skdw hY[ pr ies sB kwsy qoN ieh hI bcwauNdy hn[ pihly simAW ‘c swnUM ieh isKwieAw jWdw sI ik stIAirMg dy AMdr dy pwsy Awpxy AMgUTy ikauN nhIN r`KIdy[ikauN ik ies qrHW krn ‘qy ieh tu`t skdy hn[ies qrHW dy bhuq swry frweIvr imldy sn ijnHW ny Awpxy AMgUTy ies leI bMnHy huMdy sn ikauN ik aunHW nUM d`sy Anuswr stIAirMg nw PVn kwrn auh tu`t gey sn[ A`j dy tr`k frweIvr dI izMdgI bhuq vDIAw ho geI hY ikauN ik hux pihlW nwLoN vDIAw sVkW, vhIkl bxwaux dy vDIAw FMg, cMgy twier Bwv ryfIAl,vDIAw qknIk Aqy vDIAw sItW hn[ pr mYnUM nvIAW qknIkW ‘c ku`J muSklW vI idsdIAW hn[ ie`k qW ies nwL frweIvr dI socx SkqI GtI hY[ A`j dy nvyN tr`kW ‘c trWsport nwLoN vDyry kMipautrIkrn ho gey hn[ jy sB ku`J kMipaUtr hI SEPTEMBER / OCToBER 2013

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

krygw qW swfw Biv`K iks qrHW dw hovygw? kI frweIvr tr`k clwvygw jW iPr kMipautr ieh kMm vI krn l`g pvygw? Aqy jy kMipaUtr kMm krnNo ht igAw qW iPr kI hovygw? kI ies qrHW dI hwlq ‘c iesnUM TIk krwaux leI vrkSwp ‘c ilAwaux leI frweIvr smr`Q vI hovygw? hr vwr jdoN AsIN ie`k mnu`K qoN juMmyvwrI lY ky kMipautr nUM dy idMdy


Local Phone:

#4, 18771 - 96 Avenue, Surrey


604-881-0233 1-877-560-0343 7

Where the Truck meets the Road

sion parts, better technology, and simply better vehicle production methods and procedures, better seats all have made the life of a trucker much easier on the human body. Today you can thank those old truckers that went before you that created a much better product for you to drive. I do have some problems with the new technologies that are removing the thinking part of the trucker’s job. Today’s modern trucks are more computer than mode of transport. While the computer takes over what will we have in the future? Will the driver actually steer the truck or will that be done by a computer? What happens when those computers fail? And, they will fail. Will the driver be competent enough and know the vehicle well enough to regain control and bring it to the shop for repairs? Every time we take a responsibility away from the human and give it over to a computer the human looses the ability to reassume control and often the reaction time needed to assume control of the computer is not adequate enough to avoid disaster. I hate to bring it up, but it’s fresh in our minds. There was a recent crash of an airplane in San Francisco in which four seconds before touch down the computer was still in control and the pilot – who, the media reported, was on his first landing of this particular type of aircraft. The pilot was a more than capable pilot of many types of aircraft and the difference, in my opinion, between this particular 777 and any other aircraft he’d flown would be similar to always having driven a Kenworth and suddenly you’re driving a Volvo. But, nonetheless, there was a big deal made out of the fact that this pilot was not experienced in flying the 777. The pilot took human control of the aircraft four seconds before touch down and didn’t have enough time to assume control from the computer to recover and power out of the problem but crashed into the end of the runway and the plane broke apart. Fortunately, there were only a few deaths in this incident and there are many people still alive to report on what happened. Will we be allowing computers to control the trucks on the road to the point where when the human realizes there’s something wrong, it will 9:22 be too HowesDieselTruckingS13.pdf 1 2/8/13 AM late to correct? My opinion says that while computers will be a major part of trucking for the foreseeable future, we shouldn’t be allowing the computer to be in charge.

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

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

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

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

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

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

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



tr`ikMg kMpnIAW dy Krcy vDx dy kwrx Overall Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Well maintained fleets keep the tires within 5 psi of this setting when monitoring inflation pressure. 1. Low Inflation Pressure Under-inflation is the biggest issue in the industry. It is the number one cause of premature tire removal. With the advancement in today’s radial casing, it is virtually impossible to determine if a tire is properly inflated without using a pressure gauge. Periodically calibrate the gauges using a master gauge. Over time, usage conditions can cause a pressure gauge to loose accuracy beyond the 2 psi manufactures tolerance range. The time and effort required to verify gauges and to check tire pressure is time well spent. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: An inflation pressure mismatch of greater than five psi will result in the two tires of a dual assembly being significantly different in circumference resulting in irregular wear and can also lead to eventual tire loss due to premature casing fatigue. A difference of five psi between steer tires will cause the vehicle to pull to the side with the lower pressure. Additionally, under inflation results in internal tire heat build up and potentially premature tire failure. 2. High Inflation Pressure Over inflated tires increase the likelihood of crown cuts, impact breaks, punctures, and shock damage resulting from the decrease of sidewall flexing and an increase in firmness of the tread surface. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: Increases the probability of potential casing damage. This change in contact patch footprint could result in a reduction of traction and tread life. 10

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

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Proper Tire Inflation

is Important

Understanding the difference between a properly inflated tire and an under inflated tire is important both for public safety and because it is required. The Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, and Accountability (CSA) program measures the on-road safety performance of carriers and drivers. There are seven different areas by which drivers and carriers earn scores in the Behavior Analysis and Safety Improvement Categories (BASIC), one of which is vehicle maintenance. It’s also important to note that in the United States, drivers are responsible for conducting inspections using the Federal Motor Carrier Safety Regulation (FMCSR) Parts 393, 396 and Appendix G to Subchapter B which covers the Minimum Periodic Inspection Standards for new tires and retreads. Violations stay with fleets and drivers for 24 months, so it is important to take proper tire inflation seriously. Because of the ramifications of not having maintaining properly inflated tires it’s important to understand the definition of what an under inflated tire is. Unfortunately, there is no clear or agreed upon definition. At the most basic level, under inflation is any pressure less than the manufacturer recommended for tire load. Inspectors are able to use their best judgment, making the definition subjective. For a tire to be considered flat (an 8 point inspection deduction) it is generally accepted as 50% or less of the maximum inflation molded on the sidewall regardless of the load being carried. Under inflation is also left to the subjectivity of the inspectors. Under inflation is a 3 point inspection deduction, but it is also generally accepted that inspectors won’t check tire pressure unless a problem is suspected. Why is this? Well, it’s complicated for inspectors because they need to determine the proper inflation pressure of a tire, which means they need to know the temperature of the tire and the load on the tire. It’s just not as simple as taking the pressure. Without a very clear and concise definition of under inflation that everyone can agree on and understand, it will be a challenge for inspectors to be consistent in their interpretation and application of the definition. It was easier in the past when tires had tubes. It was common practice then that inspectors would subtract 15 psi from the gauged pressure of the tire to compensate for temperature. For example, a hot tire gauged at 85 psi would be considered cold-inflated to 70 psi. If that seems low, consider that according to the Goodyear’s and Bridgestone’s Load & Inflation tables, a 70-pound tire can still carry a load of 3,875 pounds. Michelin allows up to 4,500 pounds at 70 psi. Even at 3,875 pounds per tire, that would still allow 31,000 pounds over a tandem axle group. Then the question becomes whether or not that tire actually underinflated with a light load? So, where the definition ultimately ends up remains to be seen. Most truck drivers and fleets are not being ticketed for under inflation, but 3 points on an inspection for BASIC can certainly have a significant impact on a driver. Remember, according to FMCSR it’s the driver that is responsible for much of the this type of pretrip inspection. 12

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myrw ieMjn mYnUM smyN isr mMizl qy phuMcwauNdw hY, iesy leI mYN mOibl fYlivk vrqdw hW[

My engine gets me there on time. That’s why I use Mobil Delvac.


myrw nwm tOm ikauNtn hY Aqy TMfy mOsm dI frwieivMg nUM horW nwloN Swied ijAwdw jwxdw hW, mYN ipCly 34 swlW qoN knyfw dy s^q TMf dy mOsm iv`c tr`k clw irhw hW, jd qwpmwn -40 ifgrI q`k hyTW clw jWdw hY[ mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel dI shwieqw nwl, mYnUM kdy vI Awpxw ieMjn stwrt krn iv`c muSikl nhIN AweI BwvyN ijMnI mrzI TMf hovy[ AglI vwr jdoN qusIN vI qyl bdlI krvwE, mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel hI vrqo[ My name is Tom Quinton and not many guys know cold weather driving like I do. I’ve been driving 34 years in severe weather conditions in Canada, where temperatures reach -40 degrees C. With the help of Mobil Delvac™ heavy-duty diesel engine oils, I’ve never had any trouble starting my trucks, no matter how cold it has been. Next time you change your oil, switch to Mobil Delvac heavy-duty diesel engine oil. ©2013 Exxon Mobil Corporation. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries.



Parking Lot Crashes are not


Despite being relatively free of traffic, parking lots are a source of many collisions and incidents. The most common types of collisions and injuries in parking lots are hitting fixed or stationary objects, backing and docking collisions, lift gate injuries, entry and exit from the truck injuries, slips, trips, and falls, an intersection crashes. Parking lot collisions and incidents are generally overlooked by those focusing on safety because they aren’t high speed and injuries and costs associated with such accidents are generally less. But, they are problems that need to be dealt with. Most parking lot accidents will result in a driver and fleet being charged with a preventable accident, and by definition if it is preventable it was not an accident. The U.S. Federal Motor Carrier Safety Administration (FMCSA) defines a preventable accident as one “which occurs because the driver fails to act in a reasonably expected manner to prevent it. In judging whether the driver’s actions were reasonable, one seeks to determine whether the driver drove defensively and demonstrated an acceptable level of skill and knowledge. The judgment of what is reasonable can be based on a company-adopted definition, thus establishing a goal for its safety management programs.” Why “Preventable Accidents Occur” in Parking Lots: One of the main reasons drivers face challenges is because they are rushed. This has been an issue probably since the advent of trucking – drivers are simply rushed to get from one load to the next due to time constraints, delivery requirements, and the need to make money. But, it’s this rush that can lead to parking lot issues. Many customers also mandate limited delivery opportunities or even call-ahead notifications, adding significant pressure to the job. As pressures mount, so does distraction and fatigue – and that is when most accidents occur. So, how does a driver overcome the pressures of the job to rush? This can be a challenge, but there is little doubt that doing the job safely and correctly the first time saves significant time and money in the end. Why force yourself to slow down by hitting an object – slow down a bit before that happens and do the job safely. Parking lots are interesting in that most accidents that occur there will be the result of hitting a fixed and stationary object. Even at low speeds, the sheer size and weight of a truck can cause significant damage to almost anything it hits. There are things a driver can do to help prevent such accidents though. When in a parking lot, why not get out of the truck and quickly examine the maneuvering area. Take time to think the process through before actually doing it. Other tips include using a slower speed. It’s much easier to stop at a slow speed and any movements the truck makes will be far more subtle. Another tip is to avoid parking lots or de14

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Parking Lot Crashes are not Accidents

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

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33541 MacLure, Abbotsford, BC

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


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

Understanding your


flywheel vibrations developed with modern slow speed electronically fueled engines. The use of standard dampers in heavy duty applications has virtually ceased in modern OEM applications. The trend is to use more capable soft-rate dampers. Soft-Rate Dampers, such as those found on Eaton Fuller’s heavy-duty 7-spring clutches, offer much better protection against engine flywheel induced torsional vibrations. Their springs are generally longer than springs used in standard rate dampers and offer more deflection before coil lock occurs. This larger spring deflection is equated to lower torsional spring rate. With lower torsional rate, the resonant frequency of the complete drivetrain is lowered. Conclusion - Older style 10-spring

We use Genuine Transmission & Differential Parts

• Transmissions • Differentials • Driveshafts • Flywheels • Clutches

clutches are not capable of dampening the damaging torsional vibrations on modern electronic engines. When peak engine torque exceeds the damper capacity, the driveline will be abused. This abuse will cause faster wear and potentially damage your transmission, driveline and differentials. Since damper capacity is a product of the springs used in the damper, changing the number and type of springs changes the stiffness of the entire system. Maximum drivetrain component life can be achieved by using a clutch that was designed and engineered for your engine. So, the next time you need to replace your clutch, phone Coastline Transmission and ask us for a quote to install a genuine Eaton Fuller 7-spring clutch.

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1-888-686-4327 | 604-533-4651 | 16

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9616 188 Street (Darryl Wood)

4250 46 Avenue SE (Lisa Lalli)





Trucking with



nvW jW purwxw Every day I am contacted by a potential client and the same hr roz myrw vwh pRBwvI KrIdwrW nwl pYNdw hY Aqy ieko svwl question comes up over and over again. Should I get new equipbwr-bwr pu`iCAw jWdw hyY ik mYN nvW smwn KrIdW jW purwxw? dohW ment or used equipment? There are advantages and disadvandy lwB Aqy hwnIAW hn[ijQoN q`k trylrz dw sbMD hY bhuqy kysz tages to both, but each person or company is different, so each iv`c nvW hI KrIdxw cwhIdw hY[vrqy hoey trylr Awm qOr qy TIk situation is different. nhIN huMdy[jykr koeI cMgI hwlq iv`c hovygw qW kuJ imMtW iv`c hI With trailers you will have to buy new in most cases. Used ivk jwvygw[jd q`k qusIN iksy kMpnI jW Enr Aprytr nUM nhIN trailers are very hard to come by. If a used trailer is in good condijwxdy, jo purwxy trylr vyc rhy hn, audoN q`k trylr l`Bxw bhu`q tion, it’s sold in a few minutes and that’s no exaggeration. Unless muSikl hY[jykr koeI purwxw trylr CyqI nhIN ivikAw qW smJo you know a company selling their used trailer or an owner/operaus iv`c jrUr koeI nuks hY jW AYnw purwxw hY ik kYlyPornIAW ator who’s selling, it’s very hard to find. I found a nice flat tandem iv`c c`l nhIN skdw[ trailer recently and the photos were sent to me. In the amount tr`k KrIdxw hY qW siQqI kuJ v`KrI hY[nvW tr`k KrIdx of time it took for me to look at the photos and email back to ask leI motI rkm KrcxI pvygI[nvW slIpr hweIvy tr`k 135000the price, the trailer was sold. That’s fast! Any used trailer that’s 165000 fwlr dI kImq dw hovygw Aqy tYksz v`Kry[quhwnUM been sitting for awhile unsold, usually has something wrong fwaUn pymYNt motI dyxI pvygI pr murMmq dw Krcw bhuq QoVw with it, like rust or can’t be used in California due to its age. If it hovygw[pihlw swl qW kmweI dw swl hovygw[ijMnw mrzI kmwE was any good, someone would have bought it already. Aqy bcwE[dUjy Aqy qIjy swl iv`c myntInYNs Krcw vD jwvygw With a truck you’re looking at a large investment if buying ikauNik twier Awid bdlx dI loV pvygI[bhuqIAW PwienYNs new. New sleeper highway trucks range in price from $135kMpnIAW vI nvyN tr`k hI PwienYNs krdIAW hn ikauNik vrMtI hox $165,000 range and then add tax. With this, you will have a bigkrky irsk G`t huMdw hY[lMby smyN iv`c murMmq p`KoN nvyN tr`k dw ger down payment and higher payments if financing. But the Krcw purwxy nwloN bhuq G`t huMdw hY[rIsyl krnw hovy qW vycmu`l maintenance will be much lower. Minimal work, like a grease, vI cMgw iml jWdw hY[ oil change and tune ups are needed and there are proper warnvyN tr`k dI au`cI kImq hox krky ho skdw hY ik quhwnUM lon ranties. The first year is your year to make money. Save up and nw imly [ jykr quhwnMU knyfw Awey nMU Ajy swl do swl hI hoey hn, make as much as you can. The second and third year you start tr` i kM g qjrbw vI swl jW ies qoN ies qoN G`t hY,irhwieS bysneeding things like new tires and the costs go up. A lot of financmY N t iv` c hY, fwaun pymYNt leI 10,000 fwlr jW ies qoN G`t hn ing companies only want to finance new trucks as they are seen Aqy krYift bhuq QohVy jn Awid qW Ajy as less risky with the warranties. In the qusIN nvW t`rk nhI KrId skogy[jykr qusIN long run, the new truck will cost much less - Pash Brar B.A. than the used truck in maintenance. It will Pash is a mobile leasing representative with Auto b`cq krdy ho, vDyry qjrbw hwsl krdy ho, also give you higher resale value if trading One Leasing LP in Vancouver. She has a bank- Awpxy ib`l TIk smyN qy Brdy ho Aqy krYift in or selling again for another new truck. ing, collections and accounting background. She bxwauNdy ho qW koeI kwrx nhIN hY ik kuJ specializes in importing vehicles and trailers from With the higher costs of a new truck, you swlW bwAd qusIN nvW t`rk nw KrId sko[ the USA. may not qualify for the loan. It’s hard for jy kr purwxw t`rk KrId rhy ho qW me to crush a person’s dream of owning ikauNik murMmq dy Krcyy vDyry hoxgy ies leI a new truck, but if you live in a basement fwaUx pymYNt G`t r`Ko, jy qusIN PwienYNs vI krw rhy ho, ikauNik suite, have been in the country only a year or two, have only a murMmq dI loV vyly quhwVy kol ijMnW sMBv hovy kYS hoxw cwhIdw hY[ year or less trucking experience, have $10,000 or less for a down quhwnMU loV humid hY ik CyqI murMmq krvw ky dubwrw t`rk sVk payment, or have very little credit, you may not be able to get a qy c`ly[ jy qusIN cMgw purwxw t`rk KrIdxw cwhuMdy ho qW ausdw 18


New or Used?

new truck at this time. That doesn’t mean you can’t get a new truck later on. This doesn’t mean no, this means just not right now. With this case, I can help you get a used truck or put you back to work. If you save up your money, get more experience and pay your bills on time build credit, there’s no reason you can’t have a new truck in a few years. If getting a used truck, there will be more maintenance needed, so submit in a lower down payment if financing. You want as much cash as possible available in case the truck needs a repair. You want to get the repair work done and be back on the road working again as quickly as possible. When looking for a good used truck, try to get a dyno test done, or buy a truck with warranties and recent rebuild on it. No one wants to see anyone who just purchased a used truck have to pay a hefty bill to rebuild the engine. No leasing company wants you to beg them for the money to rebuild it either, so make sure you purchase a quality, well maintained used truck. You may even be able to purchase an extended warranty. Keep in mind, even with a rebuilt engine, air lines and the electrical maintenance can really add up, so keep your cash flow going. A bad used truck can mean going almost broke for the driver. When buying new or used, make sure the price is right. A good leasing company can help with this and of course your fellow truckers. Ask around. Leasing companies will not finance beyond the value of the truck. Fellow drivers and the company they work for know the correct prices of new or used trucks. If something is not right, your fellow drivers will know. One trucker called me and told me he ordered a brand new truck that was fully loaded. I knew from the price he quoted it was not fully loaded. The price was way too low. The truck was missing a leather wrapped steering wheel, a heated /cooling seat, insulation, LED lights, and had the wrong wheel base. I will get a price adjusted and the truck adjusted to help the driver if something is wrong. Being loyal to a dealership will often reward you with a good price. If you shop around in every province and state, it has potential to catch up with you when the local dealership finds out. That great deal you think you found out of province or state, often brings back an inferior truck with missing options. So know all the options you want in your truck and make sure each comparison you make at each dealership is exactly the same. When buying for local driving, a used truck may be more suitable. The cost of buying used is much lower than new. The truck is driven so little, that not SEPTEMBER / OCToBER 2013

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


New or Used?

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

qusIN gryt fIl smJdy sI Aksr GtIAw qy AYsw tr`k huMdw hY ijs dIAW keI AwpSnz imisMg hox[ies leI loVIdIAW AwpSnz bwry cMgI qrHW GoK kr lvo[ jykr lokl frweIivMg krnI hY qW purwxw tr`k cMgw PYslw hY[kImq nvyN nwloN bhu`q G`t hovygI[ikauNik tr`k G`t cldw hY ies leI murMmq dy Krcy bhuqy nhIN hoxgy[ie`k cMgI vrqI fy-kYb myntyn krky r`KI jwvy qW keI swl c`l skdI hY[ jdoN iksy fIlr kol jWdy hW Aqy nvW tr`k dyKdy hW qW qjrbykwr sylz prsn jwx jWdw hY ik ies frweIvr nUM nvW tr`k jW trylr KrIdxw cwhIdw hY ik nhIN[auh frweIvr nUM slwh dy idMdy hn ik nvW tr`k KrIdx leI iPr kdy, jdoN auh nvW tr`k KrIdx dI cMgI pujISn iv`c hovy audoN Awvy[ mYnUM icMqw huMdI hY jdoN iksy frweIvr iv`c nvW tr`k KrIdx dI spSt smr`Qw nhIN huMdI pr koeI sylz prsn iPr vI ausnUM vyc idMdw hY[ auh tr`k syl bxweI r`Kx Aqy Awpxy kimSn Kwqr frweIvr nUM ausdy hwier krn vwlI kMpnI dy nW qy lon krvw idMdw hY[ies nwl frweIvr nUM AwpxI Awmdn tYks qy koeI Cot nhIN imldI Aqy auh aus kMpnI iv`c kMm krn leI mjbUr rihMdw hY audo q`k jd q`k swrw lon mu`k nhIN jWdw[frweIvr v`D tYks dyx Aqy kMpnI nW C`f skx leI Ps jWdw hY[ ies g`l dI vI grMtI nhIN huMdI ik kMpnI lon mu`kx ip`CoN vI tr`k nUM frweIvr dy nW qy kr dyvygI[mYN iksy frweIvr nUM ieMj krn dI slwh nhIN dyvWgw[ jd kdy vI nvW Bwvy purwxw tr`k trylr KrIdxw hovy qW pihlW cMgI qrHW sB p`KW dI GoK kr lvo[ kImqW dI jwxkwrI lvo, fwaUn pymYNt leI rwSI iqAwr r`Ko, rIpyAr Awid leI v`KrI rwSI inSicq kro, ijhVw tr`k KrIdxw hY aus bwry jwxkwrI lvo Aqy lYx dyx krn leI iqAwr rho[

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New and Strategic Tactics used in Cargo Theft Cargo thieves are becoming more “strategic” about how they target cargo loads and transportation companies, according to insurance experts. A range of new cargo theft tactics are being deployed to help thieves take better “control” and thus mitigate the risks of the crimes they are trying to commit, Sam Rizzitelli, national director for transportation at Travelers Inland Marine division, told Fleet Owner magazine. Scott Cornell, national program manager for the Specialty Investigations Group or “SIG” with Travelers Investigative Services, explained that these new “tactics” fall into three categories: identity theft, fictitious pickups and misdirected loads/fraudulent carriers. “They are trying to adjust their methods to develop better ways to get away with cargo,” Cornell noted. Rather than commit “straight theft,” where loads are physically stolen from parking lots or terminals – and risking getting spotted and/or potentially be involved in a high speed chase – he said cargo thieves are trying to be more “strategic” about thefts so they can better pinpoint and steal specific types of cargo. These strategic kinds of thefts are a result of more technology with greater access to information within the transportation industry and the involvement of more ‘intermediaries’ throughout the supply chain, Rizzitelli added. “ Data tracked by FreightWatch International indicates that the actual volume of loads stolen in the U.S. during the second quarter this year declined, while the overall value of those loads increased, states the article. To successfully combat such scams, Rizzitelli stressed that crafting the “right relationships” between carriers, shippers, and third party logistics providers is more critical than ever. “By that I mean, are carriers and shippers developing shared protocols around pickup procedures?” he explained. “Are there verifications in place to confirm the identity of specific drivers? Do shippers have procedures to verify the carriers that will be hauling highly targeted high value goods are who they say they are?” Want to learn more about combatting cargo crime? Join the Canadian Trucking Alliance for the first Project Momentum workshop, an initiative to raise awareness and combat the growing threat of cargo crime in the high risk corridor along Highway 401.

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


Average Age of Canadian Truck Driver Even Older Than Reported knyfIAn tr`k frweIvr dI AOsq aumr hux pihlW d`sI jWdI aumr qoN vI v`D An analysis of the 2011 National Household Survey (NHS) by the Conference Board of Canada shows that the average age of a truck driver has continued to increase at a faster rate than the rest of the labour force and is even older than previously thought. In its report on the driver shortage and economic implications released earlier this year, the Conference Board relied on the 2006 Census and Labour Force Survey to find the average driver age to be 44 years – four years higher than it was for the average worker and increasing more rapidly as well. The Conference Board characterized the situation the trucking industry finds itself in – a rapidly aging and relatively older workforce of drivers combined with few young entering the occupation – as a “demographic tsunami.” It estimated that the national shortage of truck drivers could reach 33,000 by 2020. The more recent numbers from the NHS (which is voluntary and replaces the long census questionnaire) confirms this challenge confronting the industry and suggests the situation may be even more pronounced. Based on its review of the NHS data, the Conference Board now finds the average truck driver age is 46 years, compared to the average age for all workers in Canada of 41.5 years. Most importantly, the Conference Board says the increase in the average driver age is due to a drop in the share of drivers between 20 and 29 years old. In 2006 11.6 per cent of truck drivers were in that age group but in 2011 this share declined to just 8.8 per cent of the driver population. Also of note is the fact that in 2006 the share of drivers in the 30 to 34 year range was 10 per cent, the same as it was for the total labour force. However, by 2011 8.5 per cent of drivers found themselves in this age group. For the total labour force there was a slight increase to 10.4 per cent. 22

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

Average Age of Canadian Truck Driver

On the other end of the spectrum the share of the driver population in the age group 55 years and older has increased from 20 per cent to 26 per cent. Furthermore, the NHS data indicate that 4.4 per cent of drivers are 65 and over (compared to 3 per cent in 2006) while for the total labour force the share of this age cohort increased from 2.6 per cent to 3.5 per cent. According to the Conference Board, this confirms that in the trucking industry more than in others a primary source of “new” labour is delayed retirements – which it says is “nothing more than a bandage solution.” The Conference Board was also able to examine the variation in the driver age by province. The NHS data indicate drivers are slightly “younger” in Alberta, where the average age is 44.9 years (in part reflecting the generally younger labour force in Alberta (40.6 years relative to the national average of 41.5 years)). On the other hand, the average driver age is over 47 years in Nova Scotia, New Brunswick and Manitoba (although in provinces where the driver population is particularly small some caution should be taken when interpreting the results). The data also show that truck driver remains the second most common occupation among men in Canada after retail sales person. Unsurprisingly, Ontario continues to be home to the largest number of drivers, with over 92,000. Quebec, Alberta and B.C. follow with 57,000 39,000 and 32,000 respectively. The Conference Board concludes “it will ultimately be up to the industry to address this ongoing challenge and to make the occupation more attractive to younger drivers. But as we also put forth (in its earlier report), it will also be important to convince customers of the need to address this challenge now and to work with them to develop strategies that will make best use of drivers’ time, as the trucking industry has a long track record of sharing its productivity benefits with customers through lower prices.”

mIfIAm ryfIAl twier

quhwfIAW ^ws Aqy mh`qvpUrn loVW dw vDIAw h`l ryfIAl tr`k twier quhwfIAW ^ws jrUrqW nUM iDAwn iv`c r`K ky ifzwien kIqw jWdw hY[ smwrt vy duAwrw pRmwixq mwfl mOjUd hn[

syln tr`k twier isr& vYstrn knyfw iv`c KAL TIRE v`loN vMfy jWdy hn[

iv`c ieh 3 pRqISq sn) qy smu`cI lybr Pors iv`c ieh pRqISqqw 2.6% qoN v`D ky 3.5% ho geI hY[ kwnPrMs borf Anuswr ieh g`l sp`St huMdI hY ik bwkIAW nUM C`f ky tr`ikMg ieMfstrI iv`c hux loVINdI nvIN lybr nUM irtwiermYNt nUM mulqvI krky pUrw krnw peygw- iesnUM AsIN vkq - tpwaU, QoVHicrw ielwj kih skdy hW[ kwnPrMs borf v`Kry v`Kry sUibAW iv`c frweIvrW dI aumr iv`cly Prk nUM GoKx dy Xog hoieAw hY[ nYSnl hwaUS- holf AMkiVAW Anuswr, Albrtw sUby iv`c frweIvr mmUlI qOr au`qy jvwn hn, ies sUby iv`c aunHw dI Aosqn aumr 44.9 swl hY Albrtw iv`c lybr Pors jvwn hY (jwxI ik 40.6 swl hY jdoN ik nYSnl Aosq 41.5 swl hY[) dUjy pwsy, novw skoSIAw inaUbr`nzivk qy mYnItobw iv`c frweIvr dI AOsq aumr 47 swl hY[ ieh vI iDAwn Xog hY ik ijnHW sUibAW iv`c jnsMiKAw bhuq G`t hY, nqIijAW au~qy phuMcx leI QoVHw Kbrdwr rihx dI loV hY[ AMkVy ieh vI drswauNdy hn ik Coty p`Dr dy ivkryqw sylz krmcwrIAW dI igxqI qoN bwAd, tr`k frweIvr dw pySw hI hrmn ipAwrw hY[ AMkVy ieh drswauNdy hn ik Coty p`Dr dy sylzmYn qoN bwAd igxqI iv`c dUjy nMbr au~qy frweIvr hI AwauNdy hn[ieh vI hYrwnI vwlI g`l nhIN ik auNtyrIE iv`c frweIvrW dI igxqI jo ik 92000 hY sB qoN v`D hY kubYk, Albrtw qy bI.sI. iv`c krmvwr frweIvrW dI igxqI 57000, 39000 Aqy 32000 hY[ kwnPrMs borf ies nqIjy au~qy phuMicAw hY ik ies vMgwr dw mukwblw AwKr nUM tr`k ieMfstrI nUM hI krnw hovygw qy ausnUM ies ik`qy nUM nojvwn frweIvrW leI hor idl-iK`cvW bxwauxw pvygw[ ijvyN ik sMsQw ny pihlW vI d`isAw hY ik (AwpxI pihlI irport iv`c) ies sm`isAw sMbMDI gwhkW nUM vI jwxkwrI id`qI jwxI cwhIdI hY[ auh lok vI ies sm`isAw leI rxnIqI iqAwr krn qW ik ies qrHW frweIvrW dy vkq nUM shI vriqAw jwvy[ tr`ikMg ieMfstrI pws cMgw kMm krn dy is`itAW dI pUrI jwxkwrI hY qy auh gwhkW nUM frweIvrW dIAW syvwvW cMgIAW hox nwl ssqy BwA krn iv`c bhuq shweI huMdIAW hn[ SEPTEMBER / OCToBER 2013

2013 Awpxw tr`k SoA qy imlo jUn 15/16 bUQ #405 qy


Seven new projects underway on Saskatchewan highways this week We have moved to DELTA our new building Toll Free: 1-866-980-3718 CALGARY Toll Free: 1-877-720-7171

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Drivers on Saskatchewan highways should be aware of workers and equipment in the coming week, as a variety of new projects are set to begin. The new work brings the total number of large projects currently underway in the province to well over 40. “Construction crews are hard at work across Saskatchewan on highway maintenance and upgrades, bridge replacements and culvert installations, among other work,” Highways and Infrastructure Minister Don McMorris said. “Construction often means that traffic is down to one lane and you must always slow to 60 km/h, so make sure you check ahead and set aside some extra time if you’re going to be passing through a work zone.” New work underway this week includes repaving on Highway 2 north of Prince Albert, resurfacing on Highway 1 from Waldeck to Rush Lake, a landslide repair on Highway 1 near Belle Plaine, a culvert repair on Highway 41 near Ethelton, a pair of seal coating projects on Highway 7 and a seal coating project on Highway 4 near Rosetown. The weekly construction update provides Saskatchewan residents with the latest details on projects underway to help to plan safe and efficient travel throughout the summer and fall. To learn more about Saskatchewan work zones, head to and to view a gallery of photos from this year’s construction season, visit Additional travel information about emergency road closures, the status of ferries and barges and other road activities can also be found on the Highway Hotline at It’s also available by calling 306-787-7623 in Regina, 306-933-8333 in Saskatoon, the SaskTel cellular network at *ROAD, toll-free across Canada at 1-888-335-7623 and via the Highway Hotline mobile website at mobile/. The government has invested a record $3.7 billion in transportation infrastructure since 2008.

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wievr nMU kwr dw lwiesYNs ley ibnW tr`k dw lwiesYNs nhI iml skygw[ikauky tr`k ie`k bhuq v`fI mSInrI hY Aqy ies dI jMumyvwrI vI bhuq v`fI hY[ies leI tr`k qy cVn qo pihlW kwr clwky sVkI inXmW nMU giRhx krnW bhuq lwjmI hY[ 3 bhuqy pMjwbI tr`k frweIivMg skUl vI jwbqw pUrw hI krdy hn[ imMnI (ipk A`p twiep) tr`kW qy mMuifAW nMU lwiesYNs duvwey jw rhy hn[ frweIivMg kors krn qo bwAd 15 idnW iv`c tr`k frwievr bx ik muMfy jdo AslI tr`k dI sIt dy bYTdy hn qW auhnW AMdr ie`k fr ie`k sihm Awm mihsUs kIqw jWdw hY, nW auhnW qo tr`k dy gyAr pYNdy hn nW auhnW nMU bYk lwauxW AwauNdw huMdW Aqy nW hI auhnW nMU iksy pRkwr dI lwgbu`k bwry koeI jwxkwrI id`qI geI huMdI hY[G`to G`t hr ie`k nvy frwievr nMU Cy mhIny q`k iksy qjrbykwr frweIvr nwl jrUr hI shwiek dy qOr qy qjrbw hwsl krnW cwhIdw hY[iehnW mhIinAW iv`c byS`k pYsy quhwnMU G`t bxn pr jo gur qusIN qjrbykwr frweIvr qo is`K skdy ho auh bhumuly hn[ 4 A`g l`gx vwlIAW duKdweI tr`k sVk GtnwvW rokx leI sB qo pihlW prI tirp vDIAW qrIky nwl jrUr kro Agr koeI fIjl lIk, trWsimSn qyl lIk jw iksy vI qrl pdwrQ nMU tr`k hyT vyKdy ho qW iehnW cIjW dI murMmq qo ibnW tr`k nMU nw clwE[ikauNky stwrtr jw bYtrIAW dy iF`ly trmInlW dI CotI ijhI spwrk dI cMigAWVI cMgy Bly tr`k nMU plW iCxW iv`c rwK dI FyrI bxW skdI hY[iqMn cwr sO gylx fIjl ie`k qrW bMb vWgU tYkW nMU pwV idMdW hY[Aqy iPr ieh bhuq Gwqk nqIjy swhmxy ilAaudW hY[ 5 A`j k`l dy nOjvwn muMfy kuVIAW Pon dy au~qy AYny byiDAwny ho jWdy hn ik auhnW nMU keI vwrI ieh vI pqw nhI lgdw ik 70 mIl dI spIf vwly PrIvyA qy auh 45 mIl dI spIf nwl jw rhy huMdy hn [ cldy tr`k qy Pysb`uk Aqy tYkst mYsj krn nMU AYnI qrjIh idMdy hn ik tr`k s`p vWgU myHldw lwienW BMndw ies qrW jw irhw hMudW hY ijvy koeI SrwbI tr`k clw irhw hovy[ies qrW dIAW AxighlIAW kwrn keI vwrI frwievr nMU ijMdgI qoN h`Q Doxy pY jWdy hn[ 6 GroN twiem nwl nW qurnW iPr twiem dI ik`lq kwrn G`t swauxW jw keI kMpnIAW vwly vI tIm dy lofw qy isgl frwievr nMU qor idMdy hn[ijs kwrn vI bhuq swrIAW durGtnwvW ho jwdIAW hn[ 7 keI vwrI mMufy pu`Ty is`Dy nSy dw shwrw lYky vI tr`k clwauNdy hn jo ik mOq nMU mwsI kihx dy brwbr hY[nwly kihxgy ik ieh qW koeI Kws mwVI cIz nhIN kudrqI cIj hY [ pr dosqo jrw soco nSw qw nSw hI hY[bhuqy vwrI keI tr`k frwievr vIr Srwb nwl Duq hoky vI rwq nMU sOx iv`c AwpxI Swn mihsUs krdy hn Aqy keIAW ny gYs vwly cu`ly KwxW grm krn leI tr`kW iv`c r`Ky hoey hn[jdo keI

vwrI Awpw ieh g`l suxdy hW ik rwq nMU tr`k nMU A`g l`g geI Aqy frwievr iv`cy hI jL igAW ho skdw hY ik frwievr nSy dI hwlq iv`c hovy Aqy auh KwxW grm krn ipCo gYs vwlw culHw bMd krnW Bul igAW hovy[ 8 mUhrly vhIkl dy ijAwdw nyVy clwauxW vI keI vwrI iBAwnk hwdisAW nMU jnm idMdW hY[tr`k clwaudy smy mUhrly vhIkl nwlo syP vkPw r`KxW bhuq jrUrI hY [ tr`k ie`k bhuq v`fI mSInrI hox kwrn rukx vwsqy smW Aqy dUrI ijAwdw lYdW hY[ 9 auqrweI smNy inXmq spIf qo qyjI nwl tr`k auqwrnW jw hvW dy lIk hox kwrn brykW dw grm hoxW vI cldy tr`k nMU A`g l`gx dy pRmu`K kwrnW iv`c igixAW jwdw hY[mY bhuq vwrI phwVI rsiqAw iv`c Awpxy mMuifAW dy tr`kw dy brykw iv`co DUAW inkldw Awm vyiKAW hY , auh nW tr`k bykwbU rYNp vrqdy hn Aqy nW tr`k KVwaux dw koeI Xqn krdy hn, sgo Pon qy l`gy byiDAwny tr`k d`bI jwdy hn[ 10 dosqo keI vwrI mwVI iksmq AwK lvo, tr`k nMU A`g l`gx dy kwrnW dw pqw vI nhI l`gdw ik rwq nMU tr`k cMgw Blw KVw kIqw Aqy svyr nMU tr`k m`c igAw[jw pMpw co qyl pwaux leI tr`k pwrk kIqw ik AwauNidAW nMU tr`k A`g dIAW lpytw iv`c Aw igAW[ AKIr iv`c iehI kihxw cwhUMgW ik tr`k ie`k bhuq v`fI miSnrI hY , iehnMU Kyf smJ ky nW clwE[ prItrYp jrUr kro sur`iKAq nukiqAW Aqy mkYnIkl nukiqAW nMU nzr AMdwj nw kro[tr`k clwaux smy niSAW qo prhyj kro[ tr`k qy sOx smy Srwb vgYrw dw pRXog nW kro Aqy KwxW grm krn qo bwAd Awpxy gYs vwly cuilHAW nMU iDAwn nwl bMd krnW nw B`ulo[prwpr irst bhuq jrUrI hY[ A`j k`l dy tr`k bhuq ijAwdw ielYktrwkns XMqrw nwl lYs hn ijs kwrn plW iCxW iv`c A`g PV jwdy hn Aqy AgwaNU PYbr glwS dIAW tr`kw dIAW bwfIAW A~g leI bwlx dw kMm krdIAW hn[bhuqy pMjwbI frwievrw dy fIjl tYk hI bhuq v`fy lgvwey huMdy hn ijhVy A`g l`gx dI hwlq iv`c bMb bx ik Ptdy hn , hwlWik mYN smJdw ik 300 gylx dy tYNk bhuq huMdy hn[pMj-pMj sO gylx dy tYNk lvw ky Pyr mOq nMU mwsI kihx vwlI g`l hI Fu`kdI hY[ dosqo pRmwqmW ny izMdgI isrP ie`k vwrI id`qI hY , quhwfy pirvwr nMU quhwfI bhuq s^q jrUrq hY[kImqI ijMdgI nUM mmUlI glqIAW dI Byt nw cVwE[ r`b rwKw[ AYfItr not: nItw mwCIky qkrIbn 20 ku swl qoN tr`ikMg dy ik`qy nwl juiVAw hoieAw hY Aqy sVk au~pr c`lx dy cMgy mwVy qzribAW iv`coN lMiGAw hYy[ bhuigxqI iv`c swfy tr`kr vIr bhuq imhnqI, smJdwr Aqy ijMmyvwr hn pr ku`J ku nwsmJI jW jwxkwrI dI Gwt kwrn tr`ikMg iv`c swfy bMidAW dw kw&I nukswn ho irhw hY[ swfw mksd iksy iv`c nuks k`Fxw jW nIvW idKwauNxw nhIN, sgoN iehnW g`lW nUM ivcwr ky A`gy qoN ies nukswn nUM rokxw hY[ SEPTEMBER / OCToBER 2013




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AMTA Convenes Meeting with Governments to Discuss Traffic Congestion Caused by Road Closure The recent closure of a stretch of roadway in Calgary at 84 Street and Glenmore Trail, a route heavily traveled by commercial vehicles, has created major traffic snarls in the city’s SE quadrant and prompted AMTA to voice its concern to multiple levels of government. In recent weeks, AMTA convened a meeting with the City of Calgary, Municipal District of Rocky View and Alberta Transportation to talk about congestion the closure had created and its impact on the transport industry. The closure took place in one of the city’s major industrial areas. Traffic engineers and planners say the section of road had to be closed permanently to facilitate completion of Stoney Trail which is scheduled to be open on October 1st, 2013. Once the SE segment of Stoney Trail opens pressure created by the road closure is expected to lift. While local freight companies, including Bison Transport and Canadian Freightways had been consulted with in 2008, when road planners had first drafted plans for the area, the increased volume of Calgary traffic has worsened the situation beyond what was originally anticipated.

“This portion of Calgary is home to a significant number of trucking fleets and is a major section of the city’s industrial heartland which means this roadway is being used significantly by commercial trucks,” says AMTA Executive Director Don Wilson. “The financial impact of the traffic tie ups is considerable not just to the trucking industry but to shippers and their downstream customers.” While a quick solution is not on the horizon, a number of interim measures designed to mitigate congestion were discussed, including improving traffic flow for southbound traffic at 100 Street and Glenmore Trail. AMTA also offered suggestions to improve traffic flow on 61 Avenue by painting a centre line and revising the intersection at 100 Street. More recently, traffic congestion that was seen immediately following the closure has been reduced somewhat because road users are finding alternate routes to travel. AMTA’s call for a meeting drew a prompt response from all levels of government and resulted in participation by an impressive

Safety restrictions n place on Winnipeg river bridge on PR 313 near town of Lac Du Bonnet Manitoba Infrastructure and Transportation reports a detailed inspection of the Winnipeg River bridge on PR 313 north of Lac du Bonnet has identified structural issues requiring a partial closure of the bridge for safety reasons. The inspection revealed corrosion on the steel girders along the north side of bridge that requires immediate action. The province will be working on an evaluation and repair strategy with an engineering firm. All traffic will use the south side or eastbound lane of the bridge and will be controlled with temporary traffic signals. It is anticipated the signals will be in place for a number of months due to the magnitude of the remedial work that is expected to be required. Traffic signals will be modified this week to improve traffic flow at peak periods. There is an allowance for over-width farm equipment to use the bridge. The PR 211 bridge at Pinawa could be used as an alternate route, although it is currently under repair with one lane closed. The Pinawa bridge is expected to be fully reopened by the end of September. Join our group:

Desi Trucking Network SEPTEMBER / OCToBER 2013

roster of officials. The meeting was attended by AMTA senior staff, carrier members and also Calgary Alderman Shane Keating, Alberta Transportation Minister Ric McIver, Rocky View Reeve Rolly Ashdown, policy and planning representatives from Calgary Mayor Nenshi’s office, Rocky View County; Alberta Transportation.

AMTA Serves Up a Tasty Treat and Appreciation at BBQ events Attention all professional drivers – be sure to visit an AMTA Driver Appreciation BBQ before the end of summer! AMTA’s summer-long salute to professional transport drivers is underway across Alberta. Each year AMTA partners with Alberta Commercial Enforcement to provide a complimentary barbecue lunch to drivers who arrive at participating inspection stations. Be sure to enjoy a free lunch at one of these remaining event locations: Demmitt: Sept. 11 Balzac: Sept. 6

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AMTA Participates in Calgary, Edmonton Stakeholder Consultations AMTA has been participating in several opportunities to provide input into long term planning for infrastructure in major Alberta cities. A number of public consultations are currently underway and AMTA is at the table. An important part of AMTA’s mandate is to be the united voice of the bus and truck industry in Alberta. Acting as one voice ensures governments know the collective needs of the industry. Two recent processes in which AMTA staff is participating are: Edmonton Goods Movement Strategy - intended to guide decisions and actions that will enhance the efficiency and safety of goods movement in the City of Edmonton within a regional context, while supporting the implementation of The Way We Move. The Edmonton Goods Movement Strategy will also help guide and focus the decisions on the areas that most need improvement and build on the strengths of the existing system. The strategy also provides an update to information gathered from previous truck studies. Calgary’s 16th Avenue/19 Street Stakeholder Engagement The City is conducting a study to determine the design and configuration of a future interchange at the intersection of 16 Avenue and 19 Street NE. AMTA has participated, and will continue to be involved when opportunities become available to provide input. More engagement will take place later this fall. With construction underway on massive twin bridges over the North Saskatchewan River, a critical link of the Anthony Henday is starting to take shape. “Construction of the Anthony Henday ring road is a clear


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demonstration of our government’s commitment to building Alberta and meeting the needs of our families, communities and businesses,” said Alberta Transportation Minister Ric McIver. “While Albertans have started to witness the intensive construction throughout the Northeast leg of the Henday, we wanted them to get a glimpse of these impressive bridges under construction. We thank everyone for your patience as we build a strong economic future for the Capital Region and the province.” The twin bridges will stretch almost one-third of a kilometre over the North Saskatchewan River. Three lanes of northbound traffic and four lanes of southbound traffic will open to the public in 2016 and the design includes the capability for future widening of up to two additional lanes in each direction if warranted. The southbound bridge will include a pedestrian and bicycle bridge suspended below the structure, to connect to surrounding existing and future trail networks. The Government of Canada, through the P3 Canada Fund, has committed up to $36.8 million toward the construction of the North Saskatchewan River Crossing. “Our Government recognizes the need to invest in modern infrastructure projects like the Northeast Anthony Henday Drive. And we believe that public-private partnerships can help deliver these projects on time, on budget and provide value for taxpayers,” said Minister Ambrose, Regional Minister for Northern Alberta. “Once completed, this new section will complete the Ring Road system here in Edmonton reducing congestion and improving flow through traffic on Highway 16 making the daily commute easier for Edmontonians.” Alberta Transportation and Capital City Link Group are committed to protecting the North Saskatchewan River and river valley, and the species that depend upon them. Protective measures include: • Ability for wildlife to cross beneath the bridges on both sides of the river. • Instream construction during time of year least disruptive to fish populations. • Recognition of the need for ongoing navigability of the river. • A research project to assess the ability of fish to move through areas under construction. • Turbidity monitoring downstream of the construction to monitor instream construction impact and adjust as necessary to minimize potential impacts to fish. The Government of Alberta signed a 34-year contract with the Capital City Link Group to design, build, finance, and operate Anthony Henday Drive from Manning Freeway to Whitemud Drive and Yellowhead Trail from the North Saskatchewan River to east of Sherwood Drive. Using Alberta’s P3 model for highways allows Northeast Anthony Henday Drive to be finished in 2016, three years earlier than through conventional delivery and at a savings of $370 million for taxpayers. Including the northeast section, a $1.81 billion investment which includes a total of 47 bridge structures, the Alberta government has committed more than $4 billion toward the construction of the Edmonton Ring Road. This project is one of many that deliver on Alberta Transportation’s Building Alberta commitment to support the economy and increase market access by focusing on capital plan projects for core infrastructure and key corridors. SEPTEMBER / OCToBER 2013

Province announces upgrades underway to TransCanada Hwy. from PTH 5 to East Junction of PR 351 Work to Improve Safety, Extend Life of Highway: Ashton Construction to improve a section of the Trans-Canada Highway east of Brandon will start this week, weather permitting, Infrastructure and Transportation Minister Steve Ashton announced today. “This upgrade will help extend the life of the road, which is heavily used by area residents, tourists and commercial vehicles. This is part of our long-term commitment to invest in roads, bridges and infrastructure throughout Manitoba,” Ashton said. The minister said the construction will be done by Mulder Construction and Materials Ltd. at a cost of $12 million, will cover a distance of 18.1 kilometres along the westbound lanes of PTH 1 from PTH 5 to the east junction of PR 351and is estimated to create the equivalent of one year of employment for 136 people. Work will include: • milling and repairing the road base where needed, • widening lanes to improve the intersection, and • applying new pavement to both westbound lanes. Ashton also advised that traffic will be accommodated during base and paving operations with flag people. Paving will be done one lane at a time also with the assistance of flag people. There will be no detour, but motorists are advised to follow the directions of flag people. The work will be completed this year, weather permitting. Improvements to the roads are part of Manitoba’s $1.8-billion Building and Renewal Plan to meet Manitoba’s critical infrastructure needs including flood protection, municipal projects, health centres and schools, as well as roads. The Building and Renewal Plan and the time-limited increase in the PST are building and improving Manitoba roads while stimulating the economy and creating thousands of jobs across the province. Motorists are reminded to slow down and use caution approaching and in construction zones, for their own safety and the safety of workers. The latest information on lane closures and road conditions is available anytime at 511 (toll-free), at www. or by following the Twitter account at SEPTEMBER / OCToBER 2013

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I often get asked about the importance of estate planning. There seems to be a lot of confusion about estate planning: what it means, what documents you need, and who you need to consult. I am hoping, through a series of articles, to explain the importance of estate planning. In addition, I want you to know who you need to consult, and specifically why you need to do it. First, the purpose of estate planning is to arrange your affairs during your lifetime. It often involves different objectives depending on your personal needs, including succession planning, asset protection, probate fee minimization, and tax planning. I will explain each of these concepts in future articles. The purpose really depends on your personal situation. The next step, is to set out who is involved. Estate planning can involve a team of professionals, including a lawyer, accountant, and a financial planner, among others. Each professional will bring their own experience and advice. While a lawyer can give you legal advice, a lawyer will not give you tax advice. That’s where you need an ac-

countant. The financial planner will be able to advise you on your investment and insurance needs. For most clients, a Will and Power of Attorney (POA) are primary estate planning tools. There are other documents that peo-

Sukhminder S. Virk is a lawyer at High Point Law | Wealth Preservation Counsel, practicing in the areas Estate Planning & Administration, Trust Law, and Corporate Law.

ple should consider as well, such as a Representation Agreement (RA). What do these documents do? A Will documents your testamentary intentions. You name an executor who will carry out your instructions, you establish the beneficiaries of our estate, and appoint guardians of your minor children, if any. The POA and RA are documents that are critical during your lifetime. A POA is for legal and financial decisions while an RA is for

personal and health care decisions. If something were to happen to you where you are unable to make decisions, both documents are important as they will appoint someone to act on your behalf. Of course, you must have these documents in place before you lose the ability to make decisions. The principal benefit of an estate plan is that it helps you retain control of the disposition of your estate after your passing. If you die without a will, your estate will be distributed according to a will made by the government in the Estate Administration Act. A consequence of which is that you retain no control as to who the beneficiaries are. The law says your beneficiaries will be your closest relatives in fixed shares. Also, not having a proper estate plan does not allow proper tax planning, and may result in costly unintended consequences for your loved ones. To give you peace of mind that you should speak with your lawyer, accountant, and financial planner. *This article is not legal advice. Do not rely on it. The purpose of this article is to help you engage in a discussion with a lawyer, not be a substitute for one. (All rights reserved. )

CBSA Sets Up Port Outreach Sessions on eManifest CTA has been advised by CBSA that the agency will be visiting 10 ports across Canada in September to respond to carrier and driver questions related to eManifest. These will be “drop in” centres where drivers, carriers, brokers or any other interested parties can pop in and chat directly with CBSA ACI eManifest experts. The purpose of these sessions is to reach out to commercial clients and discuss: eManifest requirements and compliance dates; how to register with the CBSA to submit eManifest information; client questions or concerns with eManifest. A CBSA representative is available at these sessions from 7:00 a.m. to 6:00 p.m. on the following dates and locations. 34

2013-09-09 2013-09-10 2013-09-10 2013-09-10 2013-09-12 2013-09-12 2013-09-13 2013-09-17 2013-09-17 2013-09-19

Sarnia, Ontario (POE 440) Lacolle, Quebec (POE 351) Lansdowne, Ontario (POE 456) Windsor, Ontario (POE 453) St. Stephen, New Brunswick (POE 231) Fort Erie, Ontario (POE 410) Niagara Falls, Ontario (POE 427) Pacific Highway, British Columbia (POE 813) Emerson, Manitoba (POE 502) Coutts, Alberta (POE 705) SEPTEMBER / OCToBER 2013

Mandatory Training for Entry Level Truck Drivers: The Time Has Come I have again been reading in the pages of trade publications about the problems associated with sub-standard training entry level truck drivers are receiving from sub-standard “training” schools (i.e., puppy mills). The people who get hoodwinked into this process end up either not being able to get a driving job (and are likely to be turned off the industry forever) or if they do its likely to be with a sub-standard carrier where they will continue to fall prey and contribute to the industry’s lowest common denominator. This is not a new problem for our industry; the same complaints have been around for years. It’s a serious matter and with a chronic and growing driver shortage – the demographics of the driver population guarantee that – it’s likely to get worse not better as the industry scrambles to find warm bodies to fill the seats. (This is not a problem created by the ability to use “automatics” for the driving test as some have suggested). Complaining about the problem is not solving anything. Something needs to be done. There’s no shortage of ideas. You’ve heard them. Regulate the puppy mills out of business. Give the candidates coming out of the “regulated” training schools (or the schools themselves) preference when it comes to booking license tests. While these suggestions might be helpful, they won’t – in my view – solve the problem. So long as: (1) anyone can challenge the commercial driver’s license test without having undergone any training whatsoever; and (2) so long as the commercial driver’s license test itself falls short of establishing any sort of meaningful vocational benchmark, the industry will continue to be plagued by people seeking the quickest and cheapest way in. And, there will be those willing to assist them in doing so by offering just enough “training” to get the license (and not all of those are what we would consider to be puppy mills. Perhaps at one time there were enough kids coming off the farms, who were familiar with heavy machinery and were capable of stepping into the job without any formal training, but those days are long gone. SEPTEMBER / OCToBER 2013

- David Bradley CTA - President/CEO

You can regulate the training schools all you want, but so long as they can offer various price-driven programs, you will still end up with varying degrees and levels of training. What’s really needed is a requirement for some level of mandatory entry level training BEFORE someone can take the commercial driver’s license test.............

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Mandatory Training for Entry Level Truck Drivers

......... This was perhaps the most provocative action item identified by the CTA Blue Ribbon Task Force on the Driver Shortage in Canada. It was also cited by the Conference Board of Canada in its report on the driver shortage and economic implications. Mandatory entry level training is seen as way to enhance the professionalism of the driving job and ultimately a necessary step for it to be deemed a skilled occupation. This in turn, it is felt, would improve the attractiveness of the occupation to younger people who are more than ever considering the trades or a position with some sort of designation. It is also a likely pre-requisite for a re-classification of truck driving from a non-skilled occupation for immigration purposes. Finally, the introduction of mandatory entry level training would ultimately drive changes to upgrade and enhance the commercial driver’s license test befitting the vocation. What that mandatory training will look like is something the industry – i.e., the carriers – should determine. They are after all the customer of the driving schools and the people who will ultimately be doing the hiring and then providing the additional training and guidance needed to turn the new drivers into professionals. Obviously, the carriers will need to work with others – the professional training schools, insurers, etc. – who have important expertise to offer as well as a stake in the final outcome. We have learned from experience (e.g., Earning Your Wheels) that there is little point in developing a program that no one can afford to offer or to take. But the starting point – at least for my money – has to be for the carriers to define what it is they want and then work with the others from there. A lot of work has been done in this area already so perhaps that part might not be as difficult as we might think. The real challenges will likely – as always – be to achieve consensus within the industry and then to convince the provincial governments (who have jurisdiction in this area) to move in this direction. We need to find a way to get everyone pulling in the same direction on roughly the same timetable. And, of course there is the issue of money. The costs will need to be shared by the major stakeholders – the carriers, the trainees and government. But by improving the quality of the people coming into the industry, by making our economy more productive and our roads safer, the return on investment should be significant. 36


- Sonia Nanda

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



The Effects of Float Shifting

Today’s truckers are moving out of their older vehicles and into newer equipment on a regular basis. There are some driving tips, to go along with this new equipment, that need to be passed along so you don’t find yourself out of pocket for a repair that could have been avoided. This particular tip focuses in on the new guidelines for clutch operation on the newer vehicles, especially in regards to float shifting. Float shifting is a condition where the driver shifts gears without using the clutch. 2007 and newer EPA engines are capable of producing much greater engine torque at the 900 – 1000 rpm band than previous model year engines. They are also capable of running at lower rpm at highway speeds because engine toque becomes greater at lower engine rpm. When a driver uses the clutch at take-off (eg. from a stop light), or when the driver has a high torque load (eg. pulling up a steep grade), the clutch becomes vulnerable to stress load due to the high torque that is being transferred under these conditions. If the driver float shifts the transmission and does not use the clutch again until he comes to a stop, a few things can happen. First, today’s self-adjusting clutches have to be used for the adjustment to take place. The more the clutch pedal is used the more accurately the clutch stays adjusted. If the driver is not using the clutch, the clutch will not adjust itself and will subsequently fail. Secondly, the clutch dampening springs will become compressed and will no longer absorb the load being transferred. For a long time fleets have been instructing drivers to keep engine rpm down and lug the engine for better fuel economy. Coincidentally, this low rpm operating area is also the same area where the most torque is created by the engine. Once the driver comes out of this high torque low rpm situation, it is a good practice to use the clutch to obtain the desired gear in which cruise control will be set. This will assist in keeping the clutch properly adjusted and eliminate premature clutch failure!





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

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

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

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inaU Xwrk dy buPYlo nUM joVdw hY inAwgrw irjnl puils srivs dw ie`k mYNbr inXukq hovygw[ ies pwielYt prwjYkt dOrwn jo 18 mhIny c`lx dI Aws hY, jy kr koeI XU.AYs kstm APsr knUMn BMg krdw hY qW ausnUM knyfIAn lwA isstm pRqI jvwb dyh hoxw pvygw[ Awtvw iv`c XU.AYs AYNmbYsI dy ie`k AiDkwrI ny ikhw ik ie`k hor prIklIArYNs AYgrImYNt bwry ivcwr-crcw c`l rhI hY ijhVw dohW dySW dy KyqrW Aqy AzwdI bwry SMikAw nUM dUr krygw[APsr dI AkwauNitibiltI dy ieSU kwrn hI pYrImItr sikaurtI bwry pwielt prwjYkts ruky pey hn ijnHW rwhI dohW dySw ny ieMtYlIjYNs Aqy kirmnl pVqwlW leI tImW giTq krnIANw sn[ SEPTEMBER / OCToBER 2013

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



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FMCS OK’s Wireless Mobile Devices as E-Scale Transponders

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

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

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

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Assiniboia................306-642-3588 Canora....................306-563-6426 Davidson.................306-567-4279 Estevan...................306-634-3581 Foam Lake...............306-272-4455 Hague.....................306-225-4317 Humboldt.................306-682-4133 Maple Creek............306-662-3155 Melville....................306-728-3779 Moose Jaw...............306-692-4745 North Battleford........306-445-4171 Prince Albert............306-763-8426 Regina.....................306-721-4313 Rosetown................306-882-3200 Saskatoon...............306-931-7133 Swift Current............306-773-0611 Tisdale....................306-873-2974 Weyburn..................306-842-6661 Yorkton....................306-782-2334




Are You Choosing The Right Route For Your Truck?

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

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Are you posing the right route for your truck?

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

rUt cuixAw jw skdw hY[ieh G`t tOl vwly, nYSnl nY`tvrk, 53’/102’ trylr jW Kqry vwly lofz Awid dy rUts bwry dsdw hY[ies iv`c bir`j hweIts, lof ilimts, vn-vy-rofz, K`by Aqy Kqrnwk moV bMdSW, SihrI Kyqr dIAW sVkW, ifspYc leI mweIlyz Aqy mYps, tir`p dI lwgq, tir`p dw smW, frweIvr dw imhnqwnw, iPaUl tYks, frweIvr lwg AwifitMg, lof plYinMg, kYrIAr dI cox Awid bwry s`B jwxkwrI pRwpq hY[ promweIlj, kMpnI proPYSnl frweIvrW Aqy PlIts leI kmrSIAl vhIkl/tr`k rUitMg Aqy mweIlyj swPtvyAr aupl`bD krwauNdw hY[ies iv`c pqy dy ADwr qy rUt, kstm vhIkl dy rUp, byisk iPaUl dI KrId iv`c suDwr Aqy hor bhuq swrIAw AwpSnz Aqy progrYmz dw vrxn hY[styt mweIlyj smrI, Pu`l klr ieMtr AYkitv mYps, frweIvr dI mwrg sUcI, iSpmYt dw ivSlySx, tir`p dI lwgq, AweI.AYP.tI.ey leI rIporitMg, AwpSnz Aqy AweI Awr.pI rIinaUlz Awid keI prkwr dy lwB ies iv`c hn[ sMKyp iv`c kih skdy hW ik rUt dy TIk aupXog nwl AsIN Ajyhw AYPISYNt kmrSIAl rUt lB skdy hW ijs iv`c frweIvrW leI ivsQwr nwl jwxkwrI hovy[iksy vI trikMg kMpnI leI Awpxy DMdy nUM sucwrU FMg nwl clwauxw hmySW lwhyvMd huMdw hY[


Google’s Data-Trove


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

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

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Google’s Data-Trove Dance

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

If a user signs in to his or her Google account to use Gmail and other services, the information collected grows and is connected to the name associated with the account. Google can log information about the addresses of websites that person visits after doing Google searches. Even if the person visits sites without first searching for them on Google, the company can collect many of the website addresses people using Google’s Chrome Web browser or if they visit one of millions of sites that have pieces of Google code, such as its “+1” button, installed. Android-based phones and Google Maps can collect information about people’s location over time. Google also has credit-card information for more than 200 million Android-device owners who have purchased mobile apps, digital books or music, said a person with direct knowledge of the matter. Google doesn’t have as much information tied to individual people by name as does Facebook Inc., FB -2.20% according to some former Google employees. (Facebook says it has more than 1.15 billion monthly active users, though the social network performs fewer functions and thus captures fewer data types than Google.) But Google, by pushing website visitors to use services such as its Google+ social-networking service, has been working to catch up on that front. The company is continuing to try to learn more about individual users so that it can provide personalized services such as Google Now, which tries to provide information to people before they even search for it, such as alerting them to traffic updates before their scheduled meetings Going forward, Google could obtain new types of data through wearable devices such as Google Glass that can capture information around the wearer, and through its efforts at owning the pipes and airwaves that directly connect people to the Internet in cities in the U.S., South Africa and elsewhere. Google has a “unique responsibility to have serious safeguards around how it uses data, given the vastness of its scope,” 48

AYsosIeyitf prY`ssuMdr ipSweI, krom AYpl dy sInIAr pRDwn, meI ivc hoeI gUgl AweI kwnPrMs ivc ieh kihMdy hn: gUgl dy sur`iKAw Aqy prweIvysI qknIk dy aup prDwn AYirk grOs ny iek ieMtrivaU ivc ikhw ik kMpnI lokW dI injI jwxkwrI nUM bcw ky r`Kx bwry bhuq gMBIrqw nwl socdI hY Aqy kMpnI ienHW q`QW bwry swP swP ieqlwh idMdI hY ik vY`b auqy ieh pycIdw XMqr-ivDIAW ikvyN kMm krdIAW hn[ fytw iek`Tw krn sMbMDI jwxkwrI r`Kx vwly lok ieh kihMdy hn ik gUgl dw koeI vI cusq gwhk, iek GMty ivc hzwrw l`KW jwxkwrIAW gUgl dy kMipaUtrW ivc Br skdw hY[ jdoN gwhk vY`b Aqy mobwiel ifvweIs syvwvW dI byQwh vrqoN krdy hn qW ieh sB k`uJ ienHW jwxkwrIAW ivc Swml ho jWdw hY, ienHW ivc lMbIAW lMbIAW iek`qr hoeIAW auh jwxkwrIAW huMdIAW hn ijnHW nUM lok ivAkqIgq qOr qy vYb ivcoN injI qOr qy src krdy hn[ ienHW ivc auh vIfIE vI huMdy hn jo lok XU itaUb auqy dyKdy hn, XU itaUb qoN lwB auTwaux vwly lokW dI igxqI iek mhIny ivc iek Arb qoN v`D hY[ienHW ivc auh Pon kwlW vI huMdIAW hn ijhVIAW lokW ny gUgl vwies dI vrqoN krky Aqy qkrIbn iek Arb gUgl AwDwrq AYNfrOief smwrtPonW rwhIN huMdIAW hn[ ies ivc 42.5 kroV gwhkW vloN AYNfrOief Ponj Aqy jI myl rwhIN Byjy sunyhy vI Swml hn[ jykr koeI gwhk gUgl AkwaUNt dI jW hor syvwvW dI vrqoN krdw hY qW ieh ies qrHW iek`qr hoeI jwxkwrI vDdI rihMdI hY qy ieh jwxkwrI ausdy AkwaUNt nwl juV jWdI hY[ iesy qrHW jykr koeI bMdw gUgl ivc src krky vYbsweIts dy AYfrYs vrqdw hY qW ieh sB kuJ gUgl ivc drj ho jWdw hY[ jykr koeI bMdw kuJ sweIts nUM gUgl ‘qy src krn qoN vgYr hI vrqdw hY, qW vI auh lok ijhVy gUgl dy krom vY`b brwaUzr dI, jW auh lok ijhVy l`KW hor sweIts dI vrqoN krdy hn pr aunHW auqy gUgl kof dy “+1” btn l`gy huMdy hn, qW vI ieh sB kuJ gUgl kMpnI ivc juV jWdw hY[ AYNfrOief AwDwrq Pon Aqy gUgl smyN smyN isr nkSy, lokW dI Bugoilk siQqI bwry jwxkwrI hwsl krdy rihMdy hn[iek bMdw jo ienHW kMmW bwry kwPI jwxkwrI rKdw hY, d`sdw hY ik gUgl kol 20 kroV AYNfrOief ifvweIs gwhk hn ijnHW kol krYift kwrf jwxkwrI vI huMdI hY qy ienHW lokW ny hor mobwiel syvwvW ifijtl ikqwbW qy sMgIq vgYrw jyhIAW syvwvW r`KIAW huMdIAW hn[ gUgl kol lokW bwry ieMnI ivAkqIgq jwxkwrI nhIN huMdI ijMnI ky Pys buk ieMk AYP bI iv`c huMdI hY[ gUgl kMpnI iv`c rih c`uky Ahudydwr d`sdy hn ik ieh jwxkwrI Pys buk mukwbly isrP 2.20% brwbr hY[ (Pys buk dw kihxw hY ik ies dy kol mhInwvwr 1.15 Arb gwhk AwauNdy hn, BwvyN ieh gUgl nwloN G`t kMm krdw hY qy gUgl nwloN G`t fytw iek`Tw krdw hY[ pr hux gUgl gUgl + SoSl nYtvrk srivs prdwn krn l`g ipAw hY ijs nwl auh ies Kyqr ivc kmI nUM pUrI krn dI koSS krygw[ gUgl kMpnI hux ivAkqIgq gwhkW bwry jwxkwrI iek`qr kr rhI hY qW ik ‘gUgl naU’ vrgIAW ivAkqIgq srivisz prdwn kr sky[ ieh srivs lokW nUM auh syvw dyvygI jo aunHW nUM src kIqy vgYr imlygI[ audwhrx vjoN aunHW dIAW inXukq hoeIAW mIitMgW iv`c Bwg lYx leI jwx vwsqy auhnW dy rwh ivc Awaux vwlIAW trYiPk muSklW nUM d`sxw[ hor A`gy vDdy hoey gUgl kMpnI, gUgl glws vrgIAW nvIAW syvwvW rwhIN nvIN iksm dw fytw nvyN aupkrx vrqx vwilAW bwry iek`Tw krygI[ ieh nvW XMqr, gwhk bwry auh fytw iek`Tw krygw jo hvweI qrMgW (vyvz) rwhIN AmrIkw, swaUQ APrIkw qy hor dySW nUM ieMtrnY`t rwhIN joVdw hY[ ‘prweIvysI Porm dw BivK’ nW dI muPq syvw pRdwn krn vwlI auc p`Dr dI sMsQw hY[ ausdy cyArmYn ijaUlz polonYtskI dw kihxw hY ik gUgl kMpnI dw fytw Kyqr eynw ivSwl hox kwrx ies kMpnI dI bhuq hI gMBIr qrIikAW nwl ies fytw nUM sur`iKAq r`Kx dI AnoKI izMmyvwrI bxdI hY[ gUgl kMpnI dI 2200 SbdW iv`c ilKI prweIvysI pwilsI, fytw SEPTEMBER / OCToBER 2013

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said Jules Polonetsky, chairman of the Future of Privacy Forum, a nonprofit think tank sponsored by Google and many other technology companies. In 2,200 words, Google’s privacy policy puts few restrictions on how much it can collect or use. More than most peers, Google has been willing to show users some of the information it has collected about them, a feature they can access through their Google accounts or privacy settings. (Very few consumers actually use the tools, according to people familiar with their usage.) Google also makes available to people a list of information that is used to target ads to them, based on the websites Google knows they have visited and information they have provided to Google services. People have the option of blocking Google from targeting ads to them based on the data. More Privacy Fights But more-rigid privacy reviews and launch delays are more common now, say people familiar with the matter. Creating Google Now, a service for mobile devices that was developed starting in 2011 and launched in 2012, was an ordeal, said a person familiar with the process. The Google Now team had to obtain extensive permissions for clearance to siphon out data from different product groups, such as Gmail and Google Search, this person said. Legal reviews of the product delayed development by weeks, this person said. The product team had to make sure that if a person deleted an email from Gmail, for instance, Google Now would also delete that piece of information, another person said. Google’s engineering privacy group and company lawyers sometimes hold off a launch until such changes have been made, said other people familiar with the process. “The product is not...God anymore,” one of these people said. Some products holdups occur to make sure that information collected about users when they are signed in to their Google accounts cannot be combined with information collected about the same users when they aren’t signed in, according to another person familiar with the process. The company has long believed in keeping such buckets of data separate from one another, though since 2011 it has increasingly combined information about people’s use of Google services while they are signed in. When a person isn’t signed in and uses Google’s Web-search engine, for instance, the search information is collected and tied to his or her IP address—a string of numbers associated with his or her computer—and a “cookie” data file stored on his or her Web browser. The company says it anonymizes that information after nine months, stripping off some of the IP numerals. Privacy watchdogs in some European countries have issued rulings that Google must roll back part of its 2012 privacy-policy changes that made it easier for the company to mix pieces of data about a person that were collected by various services, or that Google must provide users with details about how long it keeps each type of data about them. Some of the agencies say Google needs to give users the ability to agree to the 2012 changes or keep their information separate as it had been before. Google has said its changes respect European law and that it is engaged in talks with authorities. Courtesy: AMIR EFRATI - The Wall Street Journal


iek`Tw krn qy ies dI vrqoN bwry nwmwqr pwbMdIAW dw izkr krdI hY[ Awpxy vrgIAW hor kMpnIAW dy mukwbly iv`c gUgl kMpnI Awpxy vloN iek`TI kIqI jwxkwrI nUM idKwaux iv`c rzwmMd rhI hY[ jo gwhk vI ies jwxkwrI nUM Awpxy AkwaUNt rwhIN jW Awpxy prweIvysI swDnW rwhIN vrqxw cwhux ies jwxkwrI nUM vrq skdy hn[ (jo lok vI ieh swDn dI vrqoN krnw jwxdy hn kihMdy hn, ik auh ienHW swDnW dI bhuq G`t vrqoN krdy hn[) gUgl kMpnI lokW nUM jwxkwrI dyx dI pySkwrI vI krdI hY ijhVI ik ies kMpnI nUM Awpxy vl ieSiqhwr pRwpq krn dy kMm AwauNdI hovy[ vY`bsweIts rwhIN gUgl kMpnIN ieh vI jwx lYNdI hY ik ausdy gwhkW nUM gUgl srivisj nUM ikhVI jwxkwrI id`qI hY[ gwhkW nUM gUgl iv`coN AwauNdy fytw qy AwDwirq ieSiqhwrW nUM bMd krn dw bdl hY[ prweIvysI kwiem r`Kx leI auprwilAW dy mwmly iv`c jwxkwrI r`Kx vwly lok d`sdy hn ik prweIvysI bwry punr ivcwr Aqy nvyN swDnW nUM vrqoN iv`c ilAwaux sMbMDI soc ivcwr krnw Awm ijhI g`l ho geI hY[ ie`k bMdw jo ies prikirAw (Aml) iv`c jwxkwrI r`Kdw hY, d`sdw hY ik ‘gUgl nau’ nW dI iek ifvweIs jo 2011 ivc SurU iqAwr kIqI geI sI, ausnUM 2012 iv`c vrqoN leI KolHx smyN kwPI muSkl AweI sI[ auprokq bMdw ieh vI d`sdw hY ik aupkrx vloN jI myl Aqy gUgl src vgYrw iv`c iv`c fytw iek`Tw krn bwry v`fy p`Dr au~qy iejwjq lYxI peI sI[ ies bMdy ny ieh vI ikhw ik ies profkt dy kwnUMnI p`KW kwrx ies dI bxqr iv`c keI hPqy dI dyrI ho geI sI[ ie`k hor bMdy ny d`isAw ik ies ivDI nUM iqAwr krn vwlI tIm nUMN ieh XkInI bxwauxw peygw ik audwhrx vjoN, jy iksy bMdy ny jI myl au~qoN eI myl aufw idMdw hY qW gUgl naU nUM vI Awpxy iv`c jwxkwrI dw tukVw fIlIt kr dyvygw[ gUgl dw prweIvysI gr``up dy kirMdy Aqy kMpnI dy vkIl iksy vI ivDI nUM vrqoN leI cwlU krn iv`c audoN q`k rok lw idMdy hn jdoN q`k ies iv`c loVINdIAW qbdIlIAW nhIN kr id`qIAW jWdIAW[ ienHW iv`c iek bMdy ny ie`QoN q`k vI kih id`qw nvIN bxI ivDI swfy leI hux swfy r`b vrgw drjw nhIN r`KdI[ 8a. kuJ nvIAW ivDIAW nUM vrqoN leI KolHx smyN ies krky vI rok id`qw jWdw hY ik auh jwxkwrI ijhVI gUgl AkwaUNt dy vrqx smyN pYdw hUMdI hY auh aunHW gwhkW dy AkwaUNt iv`c jmHW nw hovy ijhVy aus vyly Awpxy AkwaUNt nhIN vrq rhy huMdy[ ieh kQn iksy hor ivAkqI dw hY jo ik ies pRikirAw nwl sMbMDq hY[ kMpnI kwPI dyr qoN fytw BMfwrW nUM ie`k dUjy qoN v`KirAW r`KdI rhI hY[ pr 2011 qoN kMpnI AwpxIAW srivisj iv`c Bwg lYx vwly gwhkW dI kMipaUtr dI Dwrw iv`c phuMcx qoN bwAd pRwpq hoeI jwxkwrI nUM ie`k dUjI iv`c imlwauNdI rhI hY[ audwhrx vjoN, jdoN koeI bMdw Awpxy AkwaUNt iv`c phuMc nhIN krdw qy isrP gUgl dy vYb src ieMjn dI hI vrqoN krdw hY qW qlwS kIqI geI jwxkwrI aus bMdy dy jW ausdy AweI pI dI AYfrYs au~qy icpkw id`qI jWdI hY AweI pI AYfrY`s nMbrW dI auh lVI huMdI hY ijsdw sMbMD aus bMdy dy kMipaUtr nwl huMdw hY iesdy nwl hI iek “ku`kI’ nwmI fytw PweIl vI huNMdI hY jo gwhk dy brwaUzr nwl juVI huMdI hY[ kMpnI kihMdI hY ik auh gwhk dI jwxkwrI nwloN gwhk dy nW nUM 9 mhIny bwAd imtw idMdI hY[ ieh kMm kuJ AweI pI nMbrW nUM imtw dyx nwl kIqw jWdw hY[ kuJ XUrpI dySW iv`c prweIvysI r`Kx vwilAW ny, kuJ AYsy kwnUMn jwrI kIqy hn ijnHW muqwbk gUgl kMpnI nUM 2012 vwlI aus prweIvysI pwilsI dIAW qbdIlIAW nUM vwps lYxw peygw ijnHW ny srivisz vloN iksy bMdy bwry iek`qr kIqI jwxkwrI nUM Awps iv`c imlw dyxw sOKw kr id`qw sI ieh kwnUMn ieh mMg vI krdy hn ik gUgl Awpxy gwhkW nUM ivsQwr pUrvk jwxkwrI dyvy ik kMpnI gwhkW bwry jwxkwrI nUM ikMnI ku dyr q`k Awpxy pws r`KygI kuJ ie`k sMsQwvW ieh kihMdIAW hn ik gUgl nUM cwhIdw hY ik auh Awpxy gwhkW nUM 2012 swl vwlIAW qbdIlIAW nwl sihmq hox dw mOkw dyx jW aunHW bwry jwxkwrI nUM pihlW vWg v`KirAW r`Kx[ gUgl kMpnI kihMdI hY ik ies kMpnI dIAW qbdIlIAW XUrpI inXmW dw siqkwr krdIAW hn qy ies vyly ieh dUjIAW iDrW nwl g`lbwq kr rhIAW hn[ SEPTEMBER / OCToBER 2013

Finding the best insurance for your needs Hard work distinguishes you from others and allows you to accomplish great things in life. Here in the rich, western world, we are spoiled. If you want great wealth and resources, you can have them, but will need to work hard to generate the results. We are so driven toward success and achievement that there doesn’t seem to be a boundary between when work begins and when it ends. I’m all about building a rewarding career and providing the best this world has to offer for ourselves and our families. But let me warn you, if the scale tips too far towards work and away from family, you can become overloaded. On the extreme, people can burn out, damage their body, and lose their most important relationships by ignoring composure and a proper balance in life. In my role as account executive for a leading commercial insurance brokerage, I find myself working until 10pm many nights, including weekends. For me, what works is finding time to spend with the friends and family and enjoying the outdoors whenever I can. Meditation and exercise are also great ways to relax and recharge. It’s really no secret, but sometimes understandably difficult to achieve. My name is Mani Sharma. I was born and raised in Port Alberni on Vancouver Island and have generations of trucking in my blood. My family members, for many years, were deeply vested in this dynamic industry. Over the next few months I will be writing this column to shed light on many aspects relating to the insurance industry and what you can do to protect yourself and your families from potentially devastating lawsuits in case something goes dreadfully wrong. I also invite you to email me at with any questions that you may have on the topic of trucking insurance or the insurance market in general. My job is to ensure our clients pay as little for insurance as possible, while at the same time maintaining a broad contract of coverage and protecting clients with a superior level of service. How do we achieve this? Well, communication is key. It’s also about adding value to our customers business. In brief, provincial auto insurance, property, liability and cargo are the key areas; but each trucking company has unique needs based on their scope of operations which all plays into the program: • Where do you travel? Is there a little bit of US exposure, or a lot of US mileage? • How are drivers classified? Owner/Operators or Sub-Contracted Fleet Drivers? • What are you hauling and what is the value? $1 million worth of iPads or $10,000 worth of onions? • Who reviews the dedicated contracts with the “solely responsible” clauses? • Are your required to carry full environmental remediation solution as opposed to relying on the auto third-party liability coverage? Staying on top of regulatory requirements, safety and telematics is also hugely important. Like transportation, as the insurance industry continues to evolve, the leaders will be those who are ahead of the learning curve, aware of the changing landscape and stay true to the basics of credibility, honesty and have a passion for customer care. I hope you will find the columns to be informative over the coming months. If you have any specific issues that you would like me to address, please do not hesitate in contacting me. Remember to always maintain balance. - Mani Sharma is an account executive at Axis Insurance Managers Inc. SEPTEMBER / OCToBER 2013


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US Regs could create Million-Driver Gap

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

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ies kQn dw AYlwn AYP tI Awr AYsosIeyts dy sInIAr slwhkwr ny kIqw hY[ tr`k inaUz dI hI irport Anuswr ies hPqy dI tr`k ieMfstrI dI FoAw FuAweI sMbMDI, ies hPqy iv`c, pYrI qy AYP tI Awr dy fwierYktr jonwQn stwrks ny pihlI julweI qoN lwgU hox vwly kMm dy GMitAW sMbMDI srivs inXmW dy pRBwv dI g`l kIqI hY[ FOAw FuAweI inrIKx dy fwierYktr jonwQn stwrks ny frwieivMg sMbMDI kMm dy GMitAW Aqy Awrwm krn dy inXmW bwry ivcwr vtWdrw SurU krn l`igAW ikhw, “dunIAw Ajy vI c`l qW rhI hY, ieh bhuq cMgI g`l hY[ pr swnUM ieh soc ky nhIN bYT jwxw cwhIdw ik hwlwq iv`c koeI Prk nhIN AwieAw[ ijvyN ik tr`k inaUz jwxkwrI idMdw hY ausny ikhw ik FoAw FuAweI dy vwDy iv`c AweI kmzorI ny Awrwm dy A`Dy GMty dI Cu`tI dy pYx vwly pRBwv nUM Gtw id`qw hovy pr iPr vI ieh g`l pUrI qrHW swbq nhIN hoeI[ pYrI ny ieh vI ikhw ik nvyN inXm hr roj dy GMitAw iv`c 6% jW A`Dy GMty dI kmIN kr idMdy hn[ AsIN socdy hW ik iesdw Asr G`t hovygw[ bhuq G`t lok socdy hn ik ibnHW twielt gey AsIN igAwrW GMty lgwqwr g`fI clw skdy hW[ auh ie`k qoN v`D vwr rwh iv`c rukdy hn[ hux ieh Prk pvygw ik pihlW frweIvr 15 ku imMt rukdw sI ijs iv`c auh bwQrUm jWdw sI qy rsqy iv`c ie`k kulPI vgYrw KrId lYNdw sI [ hux auhnW nUM pUrw A`Dw GMtw rukxw pvygw[ 11GMty dy smyN iv`c auh kuJ Kwx leI jrUr rukxgy[ so dyKx iv`c ieh ie`k CotI ijhI qbdIlI hY[“ ausdw ivcwr hY ik AslI g`l nvyN inXukq kIqy 34 GMitAW bwry nvyN bxwey inXmW dI hY ausny ikhw ik nvyN inXmW nwl ieMfstrI dI pYdwvwr 15% G`t jwvygI[ Awmdn iv`c sB qoN v`D Gwtw g`fIAW dy PlIt nUM jW aunHW lMbw sPr krn vwly frweIvrW nUM pvygw ijhVy lMby smyN leI lMby sPr au~qy jWdy hn[ “kI auh lok kwPI lokW nUM kMm dy skxgy jW iPr swnUM QuV dw swhmxw krnw pvygw[“ ijvyN ik AmrIkw dy pihly mMdvwiVAW dy ault, pYrI kihMdw hY ik AmrIkw dy tr`kW dy PlIt AwpxI smr`Qw vDwaux qoN sMkoc kr rhy hn[ PlIt 2004 swl nwloN AwpxI mrjI nwl qkrIbn A`Dy pwvr XUint KrId rhy hn[ 3-a ies qoN AMdwjw lg skdw hY, nyVly BivK ivc cIzW dy drW ivc kwPI vwDw hoeygw[ pYrI kihMdw hY ik 2013 dy bcdy mhIny 2004 dy swl vWg dbwA hyT rihxgy[ Xwd rhy ik 2004 ivc BwA vDy sn qy Gtx qoN pihlW pUrw iek swl kwPI au`qy rhy sn[ jdoN kImqW AwpxI cwl PV lYNdIAW hn, qW BwvyN dbwA Gt vI jwvy auh kuJ dyr leI vDdIAW rihMdIAW hn[ ieh kQn pYrI dw hY, “jykr 2013 dy AMq ivc cIzW dy BwvW ivc v`fI qbdIlI AweI, qW ieh hwlwq Gto Gt do swl clxgy[ AYP tI Awr AYsosIeyt pws tr`kW vwilAW qy smwn Fox vwilAW leI lybr dI QuV dw twkrw krn leI kuJ nukqy hn[ tr`kW vwilAW leI:- “quhwfy pws nvyN bMdy BrqI krn dw vkq hY[“, pYrI kihMdw hY[ quhwnUM Awpxy frweIvrW nwl ipAwr nwl pyS SEPTEMBER / OCToBER 2013

US Regs could create million-driver Gap by 2016

Perry. “And you want to be particularly solicitous of your drivers. If you’re thinking about an increase in pay, this is probably the time. If you are thinking about the way you handle your drivers…this is the time to be particularly solicitous about time at home and other things that make for a happy workforce.” As for shippers, Perry said they should prepare for the possibility of higher rates and be working to drive waste out of the system. “The first thing is, you’ve got to make sure you have the budget flexibility in case rates do go up. You would hate to be losing shipments because you don’t have the right budget authorized. Two, be flexible about how you manage your docks to get truckers in and out quickly. This is not the time to send them away and ask them to come back in another four hours because they missed their appointment. They won’t accept loads to shippers that hold them at the docks,” Perry warned. “This is a great time to be thinking about cooperative programs with your core carriers to match, beforehand, the availability of equipment and loads.” As for any hope the industry had that the new rules would be overturned by the courts, Perry said it’s looking like a pipe dream. “In my opinion, if the court had intended to intervene in the case of hours-of-service, they most certainly would have done it before the rule was changed,” he said. “That is underscored by the fact that during oral arguments of that case, the judges were uniformly negative to the people who were (challenging the new rules).” Still, while all the attention lately has focused on the costs of the new HoS rules, Perry reminded FTR subscribers that there are many more changes to come, which could collectively prove to be a much heavier anchor on productivity. “Hours-of-service is a big change, but it’s only one of many,” he said. “We have to focus on what is happening in the marketplace immediately, but we can’t lose track of the fact that there’s a lot more to come from other regulatory changes.” He provided a list of more than 20 regulations that are at some point in the process of being introduced, and almost all would hamper the industry’s productivity (increased sizes and weights being the only exception). Awauxw peygw[ jy qusIN qnKwh vDwauxw cwhuMdy ho qW ieh shI vylw hY[ jy qusIN frweIvrW nUM vDIAw qrIky nwl r`Kxw cwhuMdy ho, qW auhnW Gr ibqwaux dw vkq idau[ aunHW leI auh kuJ kro jo auhnW nUM KuS r`Ky[ smwn Fox vwlIAW kMpnIAW nUM pYrI kihMdw hY ik auh vDy hoey rytW dI sMBwvnw nUM iKAwl ivc r`Kx[ auh Awpxy kMm dy FWcy ivcly nuks nUM dUr krn[ “pihlI gl ieh hY ik quhwnUM XkInI bxwauxw peygw ik jy kImqW ivc vwDw hoieAw qW quhwfy pws bjt ivc lckIlwpn hovy[ jykr quhwfy pws pUrw bjt nw hoieAw qW aus kwrn quhwnUM FuAweI dw kMm nw imilAw qW qusIN bhuq duKI hovogy[ dUjI g`l ik qusIN Awpxy fOks ivc Awaux vwly tr`k frweIvrW nwl suKwvW vrqwau kro ijQy aunHW dw Awxw qy jwxw bhuq sOKw hovy[ ieh g`l iblkul TIk nhIN ik qusIN aunHW nUM kho ik hux cwr GMty bwAd Awauxw ikauNik auh vyly isr nhIN phuMcy[ auh lok ieho ijhIAW kMpnIAW dw smwn Fox leI rwzI nhIN hoxgy ijhVy aunHw nUM fOks ivc rokI rKdy hn[“ pYrI iehnW SbdW nwl qwVnw krdw hY[ ieh auh vDIAw smW hY jdoN swnUM Awpxy Bwr Fox vwilAW nwl sdBwvnw nwl pyS Awauxw cwhIdw hY Aqy Awpxy mu`K Bwr Fox kMpnIAW nwl vkq isr qwlmyl krnw cwhIdw hY Aqy swzo smwn Aqy Bwr dy smwn bwry pihlW qwlmyl kr lYxw cwhIdw hY[“ ijQoN q`k ik tr`k ieMfstrI ieh Aws leI bYTI hY ik Adwlq ienHW inXmW nUM r`d kr dyvygI, pYrI Anuswr, ieh KoKlw supnw hY[ pYrI ny ikhw hY, “myrI rwey ivc jy Adwlq ny kMm dy GMitAW ivc dKl dyxw huMdw qW auh inXm bdlx qoN pihlW hI kr dyxw sI[“ aunHw ny A`gy ikhw, “ies kys dI bihs vyly ieh g`l inKr ky swhmxy AweI sI ik ies kys bwry zbwnI bihs vyly j`j lok aunHW lokW ivruD nWhvwck ieksurqw nwl sihmqI pRgtwauNdy rhy sn jo aunHW inXmW dw ivroD krdy sn[“ Pyr BI, jdoN swrw iDAwn nvyN inXmW dy KrcW auqy r`iKAw igAw hY, qW pYrI AYP tI Awr gwhkW dy iDAwn ivc ieh g`l ilAwauxI cwhuMdy hn ik hor keI qbdIlIAW hox vwlIAW hn[ ijhVIAW smu`cy qOr qy pYdwvwr dy vwDy ivc shweI ho skdIAW hn[ pYrI ny ikhw, “kMm dy GMty Awpxy Awp iv`c iek v`fI qbdIlI hY, pr ieh qbdIlI bhuq swrIAW qbdIlIAW iv`coN ie`k hY[ swnUM ies g`l vl Jtpt iDAwn dyxw peygw ik bzwr ivc kI vwpr irhw hY, pr swnUM ieh vI B`ulxw nhIN cwhIdw ik inXmW dy bdlx nwl bVw kuJ hox vwlw hY[ aunHW ny auh 20 inXmWvlIAW dI sUcI idqI ijhVIAW lwgU hox dI prikirAw iv`c hn qy ieh swrIAW hI ieMfstrI dI pYdwvwr iv`c rukwvt bxngIAW (v`fy Awkwr Aqy v`fy Bwr hI Cot ivc Awauxgy)[ SEPTEMBER / OCToBER 2013


Highway 97 between Winfield and Oyama will officially open to traffic LAKE COUNTRY - , the new four-lane, ninekilometre section of Highway 97 between Winfield and Oyama will officially open to traffic. “Our government is proud to have partnered with the Province on this important initiative that will enhance safety and ease traffic congestion for residents and travellers along this heavily-used section of Highway 97,” said Kelowna-Lake Country MP Ron Cannan, on behalf of Lisa Raitt, Minister of Transport. “Our investments are delivering real results for the Okanagan Valley, and we will continue to support projects that create good local jobs and promote long-term economic growth in the region.” “Highway 97 will improve travel for residents and visitors to the Okanagan by making transportation safer and more efficient,” said Kelowna-Lake Country MLA and Parliamentary Secretary to the Premier Norm Letnick. “This project will also strengthen our economy by improving commercial traffic flow through this important corridor, and has the added environmental benefit of a route that protects our scenic lake-front spaces.” The $77.9-million project was com-

pleted on time and on budget, and funded under the Building Canada Fund. The B.C. government invested $51.1 million and the Government of Canada funded $26.8 million. Approximately 400 direct jobs were created over the life of the project. “This is a momentous event in history for Lake Country and we wish to thank our provincial and federal representatives for their strong support of this project to improve Highway 97,” said Lake Country Mayor James Baker. “The new highway will provide an improved travel route with access to two areas of our community, and the previous highway will be renamed Pelmewash Parkway and it will provide the community with an opportunity to develop a significant recreational corridor along Wood Lake.” The new four-lane stretch was constructed west of the existing highway above Wood Lake, with a 100-kilometre-per-hour speed limit. Crews built two truck climbing lanes for slower moving traffic and installed a concrete median barrier for added safety. The project included two overpasses near Oceola Road at the south end of Wood Lake

and Gatzke Road at the north end, to connect the existing highway to the new one. Two underpasses were built at Old Mission Road and Lake Country Access to provide access to Crown land on the west side of the highway. The ministry worked in strong partnership with the Westbank First Nation and the Okanagan Indian Band to preserve heritage values along the highway. Archaeological works were undertaken by the ministry’s consultant and members of both local First Nations bands, in order to protect archaeological sites found along the corridor. The ministry also took all necessary measures to ensure that local wildlife was undisturbed by the project. Two environmentally sensitive areas with bat habitat were preserved, for the bats to continue to live in the area. Lizards and rattlesnakes found along the route during construction were captured and relocated to two newly constructed reptile dens. Since 2001, the B.C. government has invested more than $600 million in upgrading highways, roads, bridges and transit in the Okanagan.

We are excited to announce our NEW FACILITY

Ph: 604-625-1133 54

28739, Fraser Hwy COMING SOON! SEPTEMBER / OCToBER 2013



Are Small Carriers Discriminated Against? A recent review of the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance Safety Accountability (CSA) program suggests that small carriers may see more than their share of rankings in the Behavioral Analysis and Safety Improvement Categories (BASIC) of CSA. In comparing the numbers between large carriers and small carriers, it is also important to keep in mind that most small carriers do not have a public score. In fact, less than half of the 470,000 carriers with U.S. Department of Transportation operating authority have a


public score or any data at all. The interesting thing to note though is that the few number of small carriers who acquire a public BASIC score tend to have higher (which is negative) scores than those of the larger carriers. Generally, fleets with 20-15 trucks are less that receives one or two negative inspections will end up with very high BASIC scores. This can be a challenge for small fleets and those looking at the scores. Carriers with very few inspections can and do receive abnormally high BASIC scores,

even if just one inspection is negative. This is, in part, due to percentages and no clear distinction between the sizes of a fleet. A fleet of five trucks might receive a negative inspection on one truck or receive a number of inspections on its fleet, resulting in a high BASIC score and being on the cusp of intervention by FMCSA. But, after time the inspections drop off the list due to time, or due to fewer inspections of the trucks there may be insufficient data to warrant being on the list. When it comes to Hours of Service (HOS) issues, a very common way for small fleets to receive high BASIC scores, the solution to addressing those can be quite expensive. Electronic On Board Recorders (EOBR’s) are an investment that will help eliminate minor “form and manner” violations. Once a carrier, of any size, has high BASIC scores the only way to improve those scores is to earn better inspections and to wait. The weight value of inspections and violations in scoring falls after six months and again after 12 months. They drop out of the SMS after two years. Not all small fleets can afford the costly decision to implement and EOBR system though. It is an effective solution as some inspectors see EOBR equipped trucks as not worth the time of an inspection. A fleet of 5 trucks though can result in an investment of just under $10,000 for an EOBR system. However, if the BASIC scores are high, and are primarily the result of HOS compliance issues, it’s a cost small fleets may consider. Additional analysis of the FMCSA’s CSA program suggests that independent owner operators may also realize a higher percentage of challenges. Data suggests that an independent owner operator is up to 4 times more likely to be inspected as compared to a truck running under the authority of a fleet with more than 500 trucks. And, given the same comparison, independent owner operators are 3-4 times more likely to be placed out of service. Because small fleets or independent owner operators are less likely to be inspected, any inspection with any issue will result in a poor BASIC score. This presents business challenges as the FMCSA encourages brokers and shippers to use carriers who have been inspected. An independent may not receive an inspection at all, and therefore may not even have a score to share. But again, an inspection will of a fleet with 1-5 trucks will likely result in a high BASIC score, making it difficult to SEPTEMBER / OCToBER 2013

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

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

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

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

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

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

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28 sflF dy vDyry smyN qoN trwikMg ivwc ieMzo-knyzIan BfeIcfry dI syvf kr rhy hF



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Touring Edition


fter our inaugural auto review in the last issue of Desi Trucking Magazine, I was asked by Moe Khan, Sales Manager at Open Road Honda in Burnaby, to review the new 2013 Honda Pilot. Since I have always been a fan of Honda vehicles, I took the liberty of driving the 4WD 8-passenger Pilot Touring Edition for the work week. This top-of-the-line vehicle came equipped with navigation, rear-DVD system, tri-zone climate control, integrated 2nd row sunshades, rear-view camera and automatic tailgate with lift-up glass hatch. Yep, I had all the bells and whistles on my test vehicle. Honda has always received top marks for building great vehicles – I agree and for this reason, we have a new Honda Odyssey and CR-V in our fleet at home. Would the new Pilot impress me? Let’s find out. Right from the onset, the Honda Pilot is a big vehicle, both inside and out. This second-generation Pilot continues to go in the opposite direction than most of the industry and retain the boxy look. As you will read later, this structure has its benefits when it comes to interior space. On the outside, ei-

dual map pockets in all the doors, storage trays in the passenger-side dashboard, and even a bin located under the third-row armrest. Note-worthy is the massive center console between the front seats. Need even more room? There are many more nooks and crannies to store crayons, water bottles, and other items. If you are carrying 8 passengers, the boxy shape of the vehicle makes a huge difference. The European-

ter sits the 8-inch navigation screen, which has vivid colours and a sharp picture. Honda even added a cover on top of the screen to prevent glare, allowing the picture to be clear at all times. The one spot where Honda missed the ball is with the navigation, audio, and climate controls. Even though there is a separation between the systems, the buttons all look similar and it’s easy to hit the wrong one when making a selection. The

Reviewed by: Jag Dhatt - SJ Power Media Inc. ther you like it or you don’t; for me, it’s pleasing to the eye and feels refreshingly different from the European look that most other manufacturers have decided to adapt. The vehicle is brash, yet retains an elegant, look. However, since the Pilot has worn the same clothes for the past five or six years, expect there to be changes in the next year or two. The interior of the vehicle can easily accommodate a full hockey team and two spares – it is roomy. There is also an abundance of storage bins and cubbies, more than an elementary classroom. There are 58

looking competitor vehicles, with their rearward sloping rooflines, create reduced headroom, especially for the 3rd row passengers. The Pilot, however, gives ample headroom for all passengers, maximizing all “usable” space throughout the vehicle. The cabin of the Pilot is constructed mostly of hard plastic. I’m not a fan of hard plastic and would prefer softer materials; however, Honda did it right and the materials look as nice as any hard plastic can. The dash is well-thought and all the major controls are easily within reach. At the cen-

setup looks outdated, and my wife preferred the controls on her Honda Odyssey, even though it is two years older. That being said, the learning curve is not steep and within a short time, one becomes comfortable with all the controls. Bluetooth integration is fool-proof and the voice controls on this Pilot are near perfect. From changing radio stations to placing calls, Honda’s voice control never made a mistake. Honda has spent its research dollars very wisely when it comes to engineering. This high-riding vehicle is very easy to drive, SEPTEMBER / OCToBER 2013

almost carlike. And like fine wine fine, the driving experience has only gotten better. Around town, the Pilot is nimble and maneuverability is excellent, which is quite surprising for such a large vehicle. The 18” tires absorbed most road imperfections, allowing for a smooth ride, much like the more expensive luxury SUV’s. I had no problems parallel parking the vehicle, thanks to the rear-view camera system, which has 3 different viewing options, and the parking sensors. On the highway, the Pilot drives like a big vehicle should – solid and capable. Yes, there is body roll, but that is expected for the tall, 4600 pound vehicle. While it’s not going to win any slalom races, Honda emphasizes that this is a family hauler, not a curve hugging sports vehicle. The large, heated 10-way power leather seats were very comfortable and provided excellent support for the front passengers. My kids enjoyed watching their favourite Barbie movies on the rear 9-inch DVD system, a definite during long journeys. The Pilot is available in four trim levels: LX, EX, EX-L, and Touring. Regardless of trim, the only engine available is the 3.5-liter iVTEC V6, which is mated to a five speed automatic transmission. While the engine is quiet, very smooth, and relatively responsive, it definitely falls behind the competi-

tion. The 250 horsepower and 253 lb-ft of torque was good five years ago, but in today’s market, it falls about 30 ponies behind some of its rivals. This is evident when trying to pass at highway speeds. In addition, a six-speed transmission is minimum and the current 5-speed falls short. Again, with

Keeping safety at the forefront, Honda fitted the Pilot with front airbags, side-curtain bags that cover all three rows, active head restraints, electronic stability control, tire-pressure monitoring system, and antilock brakes as standard. I was surprised that HID headlamps, lane departure warning,

changes coming in the next one to two years, expect some modifications to the engine and transmission. On the upside, however, the Pilot gives impressive fuel economy, delivering 17 mpg in the city and 24 mpg on the highway. I averaged about 21.3 mpg during the test drive, which is excellent considering that I made sure the i-VTEC was kicking in often.

and front collision warning systems weren’t even an option on this model, as they are now available on the Accord. The 2013 Honda Pilot continues to impress even years after its launch. Yes, it does have some shortcomings, but for a family SUV, it delivers excellent value for a great product, even when compared to luxury SUV’s.

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




Rules Stand

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

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

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World’s largest tunnelling machine, Bertha


Starts digging new Highway 99 route beneath Seattle waterfront dunIAw dI sB qoN v`fI tnilMg mSIn, brQw ny isAwtl vwtr PrMt Q`ly nvW hweIvy 99 pu`txw SurU kIqw SEATTLE — After years of planning and months of work, the world’s largest tunnelling machine started drilling Tuesday to create a new route for Highway 99 under downtown Seattle buildings, the Washington Transportation Department said. “Today is the day,” spokeswoman KaDeena Yerkan said. “Everyone here is very excited.” The tunnel will go under about 200 buildings, but officials don’t expect any serious problems from the machine they call Bertha. “We know exactly the path of Bertha and what she’ll encounter along the way,” Yerkan said. The tunnelling crew will be monitoring for settling and vibrations and is prepared to keep building foundations secure. “So we’re not worried buildings are going to tip,” Yerkan said. Transportation officials have set up Bertha with her own Twitter account to provide updates. Bertha is 326 feet (100 metres) long and weighs 7,000 tons. It will leave a tunnel nearly 58 feet (17.5 metres) in diameter. The $80-million machine is part of the $3.1-billion project to replace the

Alaskan Way Viaduct, the double deck highway along the downtown Seattle waterfront. Built in 1953, it has carried 110,000 vehicles a day. Officials said the structure had to be replaced because it could collapse in an earthquake. Its removal is part of a project to renovate the waterfront, rebuilding the seawall, improving surface streets and adding new vistas of Elliott Bay. Bertha was built in Japan and arrived by ship in April in 41 pieces. It was reassembled in a pit near the CenturyLink Field and Safeco Field stadiums. It will take about 14 months to complete a nearly two-mile (3.2 km) tunnel. Bertha is projected to punch through to the surface near south Lake Union by October 2014. Traffic is expected to start using the four-lane toll tunnel by late 2015. The Transportation Department and the contractor, Seattle Tunnel Partners, held a June 20 dedication ceremony with Washington Gov. Jay Inslee calling it a historic occasion. Bertha is named for Bertha Knight Landes, the first and so far only woman to serve as mayor of Seattle. She was elected in 1926.


High quality stainless steel front & taillight bumpers, cab/sleeper skirts, deck plates & any other hotrod truck accessories wanted. |

viSMgtn trWsportySn fIpwrtmYNt ny d`isAw hY ik isAwtl dIAW fwaUn twaUn iblifMgz dy Q`ilauN dI nvW hweIvy 99 bnwaux leI KudweI dw kMm SurU ho igAw hY[tnl lgBg 200 iblifMgW dy QilauN lMGygI pr iehnW nUM brQw mSIn jo dunIAw dI s`B qoN v`fI mSIn hY dI vrqoN krn nwl koeI Kws sm`isAw Awaux dI sMBwvnw nhIN hY[ spoks vomYn Yerkan ny ikhw hY ik swnUM pqw hY ik ‘brQw’ dw rsqw ikQoN hovygw Aqy ausdy rsqy iv`c kI kI Awvygw[ tnilMg kwmy DUV Aqy Dmk nUM kMtrol iv`c r`Kxgy Aqy iblifMgW dIAW nIhW sur`iKAq rihxgIAW[ brQw 326 Pu`t lMbI Aqy 7000 t`n BwrI hY[ieh 58’ Gyry dI tnl iqAwr krygI[ieh 80 imlIAn fwlr dI mSIn 3.1 iblIAn fwlr dy ayyus prwjYkt dw ih`sw hY ijsny fwaUn twaUn vwtrPrMt dy nwl nwl fbl fY`k hweIvy, ‘Alwskn vyA vwieAwfkt’ dI QW lYxI hY[ies vwieAwfkt nMU 1953 iv`c bxwieAw igAw sI Aqy ie`k l`K qoN v`D vhIkl roz iesqoN lMGdy hn[ieh FwcW ies leI bdlxw pY irhw hY ikauik Bucwl Awaux qy ieh ifg skdw hY[ies prwjYkt iv`c vwtr PrMt nMU rYnovyt krnw, smuMdr iknwry kMDW dI muV auswrI krnw, sVkW dw suDwr Awid Swml hY[ brQw jpwn iv`c iqAwr kIqI geI hY Aqy iesnUM 41 BwgW iv`c iSp rwhI ilAWdw igAw hY[ieh mSIn lgBg 2 mIl lMbI tnl 14 mhIny iv`c iqAwr krygI[2015 dy AKIr q`k ieh cwr lyn vwlI tnl tYiPRk leI cwlU ho jwx dI Aws hY[brQw dw nW ‘brQw nweIt lYNfs dy nW qy r`iKAw hY ijhVI A`j q`k dI isAwtl dI ie`ko ie`k AOrq myAr rhI hY[auh 1926 iv`c myAr cuxI geI sI[ Now available DYNAFLEX PRODUCTS ROADMASTER Quality Truck Accessories Valley Chrome/Protech and much much more The VIS machine polishes 19.5"- 24.5" aluminum wheels, reveals hidden damage, can be done, tire on or tire off

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Desi Trucking Magazine - Western  

September - October 2013