Desi Trucking - January February 2023 (National Edition)

LOCAL LONG HAUL

Trust me, it’s so much easier said than done. We all have a personal lens in which we view the world, sometimes skewing the way we perceive things. This lens is influenced by not only those around us, but also by our shaped biases, preferences and the conditions in our environment. Experts believe that, more so than not, negative thoughts tend to overwhelm us easier than positive ones.

So, what can we do? As stated above, trying to change the way you think is not an easy task; however, if you are able to, slowly even, you become better. From personal experience, I began to change the way I reacted to situations. During stressful times, I learned to take time, step back and analyze the stress rather than react to it. To be completely honest, it was difficult. But over the course of a couple of months, my personal stress began to lessen. I learned to stay calm and understand that I can only control my own actions and thoughts. And was that enough for me.

When looking forward to the new year, many new drivers will enter the transportation industry and they will have to decide whether they want to do local or long haul. Ray Gompf looks at the pros and cons of both of these. And another important topic is that of equipment shortage. Are we out of the woods and has production improved? Mike Howe shares his personal thoughts on this hot topic. And as usual, there are many other great articles in this first issue of Desi Trucking for 2023.

A new year is always a chance to have new beginnings, whether personal or professional. Take the time to invest in yourself and aim to make small changes to become a better person. I remember my dad always telling me that don’t stress over things you cannot control, and work towards those things you can. Took me many years, but finally, I’m understanding his wisdom. Change the way you handle stressful situations and trust me, you’ll become a better person.

Editor-In-Chief

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Translator Tirath S. Khabra

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Jag Dhatt

TO BECOME BETTER, CHANGE THE WAY YOU THINK vDIAw bxnw hY qW bdlo Awpxy socx dy qrIky ƒ

Local or Long Haul

Atruck driver is a truck driver is a truck driver. But is that truly the case? There’s an upcoming article that will deal with this from a slightly different point of view; however, this discussion is a good prelude.

The skills required for each specialty, whether local or long haul, are different. Sure, both have the ability to do the other’s job, but the skills each develop are varied and different.

Now, both drivers can back down a narrow alley with mere centimeters on each side; but the local driver is going to be able to accomplish the task in a much shorter period of time because the local driver is going to do the task several times daily as compared to the long hauler who may do the same task maybe once a month. By contrast, the local driver may never have to chain up. But long haul driver may have to do it several times a day. Many eastern long haulers may even ask, “what are chains?” The skills and skill development are often wide and varied for local and long haul.

Local drivers sleep in their own bed every night, long haulers not so much. Local drivers can pack their own lunch in their own lunch box with their own thermos of coffee made at home. Such

is not the case for long haulers who are subject to truck stop food and prices. The local driver can almost pretend to act like a normal human being with a regular nine to five job — well the hours may be different but regularity can be a normal part of life outside the cab. Long haulers give up attending parentteacher interviews and forget going to the kids Christmas concert. Worship on Sunday, if that would be your thing, rarely happens, at least not at your local place of worship. Long haulers can also forget being a member of the community in which they get their mail. Birthdays, anniversaries, and important family observances might just be by telephone, and kissing your child ‘good night’ is a very rare occasion. For the long hauler, there’s rarely a chance to sit on the patio with a neighbour enjoying a beverage, which certainly is a possibility for the local driver.

For the local driver, seeing the same customers daily or weekly at pretty much the same time of day is the norm. The local driver can actually get to know customers on a personal level. That’s a mere dream for the long hauler.

The skills are remarkably different, the interactions with people nowhere near even similar; but they’re both truck

drivers and essentially qualified for the other’s job. Qualifications and skill development, however, are remarkably different.

For an attempt to find employment, the long hauler has it hands down. The long hauler is sought out by employers, employer competition is fierce; the local driver, not so much. Companies requiring local drivers recruit differently. Local drivers are sought for skills other than than driving alone. Basically, the local driver is loading and unloading as part of the job and driving is actually secondary. That secondary portion, which is driving, is one of the ways it’s harder to find a local driving job.

Both local and long haulers require certain interpersonal skills representing the company name on the door in a positive way. Those interpersonal skills are critically important because most communication between customer and company are done remotely but the driver is right there, in the customer’s face and that interaction must give a positive vibe.

Both local and long haulers have to deal with truly unskilled commuter and regular drivers who have a superior attitude or maybe just aren’t skilled enough to know that they don’t know

G. RAY GOMPF, CD

everything. The long hauler has to deal with the vacation traveler, the hunter, construction, longer term road closures due to wrecks, and situations the local driver will have the knowledge to much more easily get around obstructions. The long hauler can add to his angst caused by wildlife that the local driver need rarely, if ever, give a second thought.

Weather is another issue that isn’t similar by any stretch. The local driver has to deal with the local conditions as presented daily, whereas the long hauler can go through four seasons each day and must be prepared for such change.

Finding jobs is another area where the approaches are very different.

a truck or two.

The long hauler doesn’t have to be as creative finding a long-haul job. The big transportation companies are always advertising in the trade magazines for this purpose, and some will even hire on the phone. Recruiters often attend truck driving schools and have been known to hire an entire class. There are companies that hire newly licensed drivers, because they can as long as they follow the restrictions of their insurance company. There are also a few companies that are self-insured and make their own rules as to experience of the truck driver based on their risk assessment categories.

Regularly, in various parts of the country, there are work fairs for drivers

just keep looking.

If the truth be known, it’s the contented that seem to be the safest of drivers, the discontented not so much. The content have employers that are very safety minded, that trust their drivers to do their absolute best and basically the employer and the customer gets that best.

In recent years, the industry saw a knee jerk government reaction to a specific incident that has resulted in MELT (Minimum Entry Level Training). The problem with MELT is that it’s the minimum. Attaining a professional driver’s license to drive a commercial vehicle is merely the beginning of the learning curve, with MELT, it’s also the end. There is a lot of room for advanced skill development and we’re not there

A ‘Truck Driver’ is unique, just like everyone else, but each uniqueness is critically important to the economic health of our country. The sharing of acquired skills is a must through guided, studied training when

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• jy qusIN BC dy AMdr kMm krdy ho Aqy hornW AiDkwr-KyqrW iv~c sPr nhIN krdy, qW qusIN motr vhIkl AYkt rYgUlySnz ifvIzn 37 dIAW SrqW ijnHW ‘c ELD Purmwn ƒ Swml krn leI Ajy q~k soD nhIN kIqI geI, dy ADIn kMm krnw jwrI r`K skogy[

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ELD Purmwn ƒ lwgU krn dI puStI kIqI hY hweIfRojn

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• jy qusIN ieMtr styt vwhn clwauNdy ho, qW 1 jnvrI, 2023 qoN BC kmrSIAl vhIkl frweIvrz Awvrz AwP srivs rYgUlySnz dy Anuswr PYfrl ELD Purmwn lwgU hoxy SurU ho jwxgy[

BC Confirms Federal ELD Mandate Enforcement Effective January 1, 2023

Effective January 1, 2023, Commercial Vehicle Safety and Enforcement (CVSE) officers will begin enforcing the federal Electronic Logging Device (ELD) mandate for federally regulated carriers, with a focus on education and notification of

noncompliance. Hours of Service violations will continue to be enforced under MVAR Division 37.

On December 7th, CVSE also announced that further information for ELD mandate timelines for vehicles operating exclusively within BC are expected in the New Year:

• If you operate within BC and do not travel to other jurisdictions, you will continue to be subject to Motor Vehicle Act Regulations Division 37 requirements which have not yet been amended to include an ELD mandate.

• Regarding a BC ELD mandate, exemptions have not yet been confirmed as regulations have not been confirmed by Cabinet. When the ELD mandate will be enforced in BC is not known, however the Province will take a fair approach to accommodate ELD installation and training.

• If you operate inter-provincially, BC will begin enforcement of the federal ELD Mandate as per the Commercial Vehicle Drivers Hours of Service Regulations as of January 1, 2023.

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Great Dane Chief Executive Officer Bill Crown announced today his intention to step away from his role as CEO. Effective January 1, 2023, Dean Engelage, Great Dane’s President, will succeed Crown as the company’s Chief Executive Officer. Mr. Engelage’s appointment is part of a managed executive transition coordinated by Bill Crown, the Great Dane executive leadership team and Great Dane’s ownership.

and people, maintaining Great Dane as a world-class market leader. I thank Dean for his day-to-day leadership as Great Dane’s President for the past nine years, and I know that, in his new role, he will continue to lead the company with the values our customers depend on and the pioneering spirit that has positioned Great Dane as an innovator in the industry. I appreciate Dean’s willingness to take over for me in the role of CEO.”

“I am honored to accept my new role as CEO of Great Dane,” Engelage said. “I look forward to working with our dedicated team to further the Company’s market leadership and equip our customers for the future, while maintaining the first-class customer experience they expect from us.”

Great Dane Announces New CEO and New President/COO Great Dane

within Great Dane for all that time making him one of the company’s most senior and valued associates. Most

“It has been a privilege to serve Great Dane as CEO over the past 25 years, where both our internal team and our customers feel like family,” said Crown. “Dean and I have worked closely together, and Dean has been a terrific leader and President for Great Dane. I step aside with confidence that Great Dane is in good and capable hands. I think it is important to highlight, that among Dean and his team’s many accomplishments, they have led Great Dane to become the safest company in the trailer industry for our associates, and they have elevated quality to the highest levels in our company’s history in areas including products, services,

Additionally, Bill Crown and Dean Engelage announced that they have named Rick Mullininx to succeed Engelage as President and Chief Operating Officer of Great Dane, also effective January 1, 2023. Mr. Mullininx has been with Great Dane for 40 years and served in various engineering and manufacturing roles

recently, he served as Executive Vice President of Engineering. In this role, he is responsible for product design, production engineering, manufacturing engineering, quality assurance, and customer service, leading those teams with his vast knowledge and experience.

“Great Dane is an exceptional company and I take on this new position with excitement and humility,” said Mullininx. “Great Dane’s legacy is a customer-focused approach during every interaction and at every stage of production, providing exceptional equipment that performs well under the most challenging conditions. I’m honored to be part of a legacy that is family-oriented yet future-focused.”

Dean Engelage further remarked, “I am delighted to have Rick Mullininx step up to take over responsibility for the day-to-day leadership of the Great Dane Team. I know he will do a terrific job.”

Bill Crown

Rick Mullininx

Dean Engelage

Check for Liens on Your Equipment

Ihave had a few nightmare deals recently, all dealing with the same issue; undisclosed liens. I had people trying to sell equipment which they had never had a loan or lease on, but they had liens attached by Royal Bank (RBC). One guy wasn’t even a client of RBC and each of these files have cost thousands of dollars in down time, all due to having no idea these liens were even on their equipment.

One deal was on a 1999 truck. The first owner of the truck had gotten a loan on this truck and had paid it off in full. He then went on to sell it, and the truck was sold multiple times after that to various people. Come back to 2022 and my client is buying the truck. We pull a search and reveal a lien going back to the original first owner of the truck from 1999. It had been paid in full and the current owner of the truck was not named on the lien and had zero dealings with that bank. This gentleman had no idea why a lien was still attached 23 years later. He went to an RBC branch multiple times and took the business card of someone working there. He called and we also called and emailed this person over and over and received no response. Over a month passed and the seller had to take multiple days off work to go to the bank, and no one would help him. In the meantime, my poor client couldn’t go to work until the lien was cleared so he could take possession. The owner of the truck was desperate and after about 2 months, finally received a letter stating that there the bank had no interest in the vehicle. Searches have been pulled multiple times since that letter looking for liens. Each time a search is done it costs money, and each time we check the lien is NOT removed. Several months have passed now since this deal started in July and the lien has still not been removed. So much money has been lost, and the bank will

not call back or cooperate.

In another instance I had a longtime client wanting to buy a trailer. When he started giving me the paperwork, I knew the seller. I called and the seller provided the paperwork needed and told me he had bought the trailer for cash and never had a loan of any kind on it. When we pulled the search for liens, there was a lien again from the same bank RBC. I called the seller, and he said how can that be as he never had a loan from there. It turned out he had an RBC credit card that he had never used. Without his knowledge, they registered liens on not only his trailer, but truck and other vehicles as well when he didn’t owe them a dime. This deal started at the beginning of September, and finally completed at the end of November. The seller’s wife had to take time off work and go to the bank 5 times at the start, and then the seller also took time off work to also go to the bank another 4 times. So, 9 days of lost income. They closed the never used credit card which owed zero and begged the bank to release the liens. I offered to help and called and emailed the person at the bank which the clients had authorized to speak to me, and never got one response. I called their call centre and after a half hour hold finally spoke to someone and asked who the client could speak to for help. The call centre person, Karam said there was no one. I requested a manager at the branch to call. Karam said they don’t have a phone. I said the branch must have a phone and he stated they did not. I asked for a loan person or anyone else’s number and was told no one has a phone. I even asked for Karam’s own number and he again said he also didn’t have a phone. I called the client and told him how I was treated and had to tell him to go yet again to the bank in person.

Mortgage

PASH BRAR

The client went to the bank again multiple times and finally did get a call almost 3 months later stating he could come pick up the paperwork. They refused his request to send me copies directly, and again he had to go to a branch to pick it up in person. After about 20 days off work he finally got the lien discharged. My poor client the buyer, had a truck sitting without a trailer for 3 months and it cost him thousands to insure an unused truck as well as all the income lost. The seller and his wife also lost thousands of dollars from taking time off to deal with RBC.

No one received an apology or explanation in these cases from the bank. A lien is still on the 1999 truck since July. So, what can I suggest? My best advice is before you want to sell your equipment, check it for liens FIRST. It might cost you thousands of dollars in time off work to remove a lien, but it should not be the problem of the innocent buyer. Don’t cost them thousands of dollars too and drag them in to your problems. If you are a buyer, I would suggest requesting a lien search up front before even making an offer and not waste your time and money. The sellers in both my examples feel they are not at fault, but it was their fault. I hope in the future legislation is put through which makes it illegal to put a lien on equipment or anything a person or company owns without that their knowledge. Failure to remove a lien after something is paid in full should face huge fines I hope, but also fine anyone who attempts to sell something with a lien on it. I can dream and hope one day the law corrects this flaw. I think in this day and age with all the technology there is, pleading ignorance of “I didn’t know” is unacceptable. So do your due diligence and check for liens before selling and before buying so you don’s get your time wasted.

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Four Automotive Trends Making Their Way into Trucking

As automotive technology advancements change how passengers move about the world, the trucking industry is simultaneously advancing how it can most efficiently move goods.

What an automobile is capable of has changed dramatically. Far more than simply a way to transport people and goods from Point A to Point B, today’s vehicles are supercomputers capable of running without an engine, communicating over the air, and, in some cases, even driving without a human behind the wheel.

When consumer vehicles see a leap in technology, the trucking world isn’t typically far behind. That said, here are four trends to keep your eye on.

Autonomy

Autonomous vehicles may sound futuristic, but they’re already here. Tesla’s cars come standard with Level 2 autopilot features, and ride-hailing company, Lyft, is currently piloting autonomous robotaxis on the Las Vegas strip. Level 2 automation includes automated features like acceleration and steering, but the driver must remain engaged with the driving task and monitor the environment at all times.

While there will always be a place for drivers in the freight industry, machine learning, automation, and artificial intelligence are all intriguing options for fleets to develop more efficient routes, save fuel, and better navigate driver

shortage strains.

While most fleets aren’t running fully autonomous equipment today, the building blocks are there. In warehouses across the country, for example, trucks can use a smart trailer telematics system to send data including cargo status and GPS location to autonomous robots, which can then retrieve packages or load pallets without a human being involved in the process.

Connectivity

Connected technology will play one of the largest roles in the future of trucking. Having a connection to the world around the truck is immensely important in the advancement of other industry technologies, like autonomy. Those autonomous Lyft robotaxis, for example, depend on connective technology to receive signals from other vehicles and from sensors built into the surrounding infrastructure, such as on traffic signal poles.

“Predictive vehicle technology will find its way more and more into logistics due to the need for real-time usable data, maintenance notifications, and asset utilization,” says Great Dane Executive Director of Strategy Dan Bentz. “This may include embedding smart technology—even mobile device voice commands—into operational aspects of a logistics vehicle.”

Electrification

Ten years ago, there wasn’t a mass-

produced all-electric truck on the market. Today, influenced by early electrified consumer advancements from companies like Tesla and Nissan, every major OEM has its version of an all-electric truck running routes.

Although electrification isn’t yet viable for every application, advancements in battery technology are constantly expanding the possibilities. In fact, Great Dane Electrification Product Manager, Colby White, says he believes it will likely be only a few years before technology allows for an engineless TRU for both last-mile delivery and long-haul trucking.

Shared Vehicles

Shared mobility has already found success in the consumer space with companies like Uber and Lyft picking up thousands of passengers a day, or apps like Turo allowing customers to essentially rent a stranger’s car.

The trucking industry is also diving into the potential benefits of shared vehicle use. Tech startup Flock Freight, for example, helps fleets identify freight pooling opportunities to consolidate goods into trucks where space is available. Ryder System is also experimenting with short-term rentals of its idle equipment.

As automotive technology advancements change how passengers move about the world, the trucking industry is simultaneously advancing how it can most efficiently move goods.

Source: Great Dane

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An Epic Birthday at Gotham Steakhouse and Keg on Dunsmuir Vancouver

Pash Brar

My birthday was a Tuesday middle of the week birthday. So, on the actual day I went to Cactus Club for lunch and had my favorite prawn crunch roll, ahi tuna roll, and butternut squash prawn ravioli. Cactus also gifted some ice cream. For dinner it was over to Ban Chok Dee Thai Restaurant in Langley for spring rolls, curry noodles, green curry chicken and pad thai with prawn. I had two cakes and gourmet cookies had a great time, but I just can’t have a birthday without cheese toast and a rib eye steak.

My friend tried to book Gotham for the Saturday after my birthday, and the only reservations they had available were for 9pm. When he called me, I threw a fit and said I cannot be starved that long! He tried Hy’s as well, and they had the same problem of only 9pm reservations. Then he had an epitome. He knew Keg was around the corner from Gotham and knew I love Keg appetizers and came up with the ingenious plan of going to the Keg first for appetizers, and then leave to go eat the cheese toast and rib eye at Gotham. When he called to propose the plan, I was excited and then added something even better! I said after the steak I want to go back to the Keg and have Billy Miner Pie for dessert!

The day arrived and it was very cold. I was dressed warm. We ended

up parking under Pacific Centre and walked through Holt Renfrew to get to the Keg. I of course had to stop to smell the various Creed colognes. After smelling them all and declaring that the Green Irish Tweed was by far the best smell of the bunch, we headed to the Keg. We were seated and I immediately told our server Colin that we were there for drinks and appetizers only and then heading to Gotham. Colin was surprised and then smiled and nodded. He thought our plan was ingenious. No offence to the Keg, which I do love, but the steak at Gotham is much better. He also said to say hello to the bar tender Landon when we head over after.

We had our favorite Keg appetizers which are the garlic shrimp and the mushrooms Neptune. We were served a loaf of the fresh bread with 3 cheese butter and I ate that too. We really enjoyed ourselves and then headed back to grab the car and headed over to the Wedgewood Hotel to check in to our rooms as we decided to stay the night in downtown. After this breather, we hailed a rideshare and headed over to Gotham.

At Gotham we had a nice private booth upstairs and were enjoying the live music. As soon as I saw our waiter I stated, “Bring us cheese toast, sir.” The waiter smiled and said, “You’ve

Birthday

been here before I see.” My friend ordered some garlic prawns as well. Both were excellent as expected and I can never get enough cheese toast. We then ordered our bone-in rib eye English cut, cooked medium with garlic mashed potatoes and a side of peppercorn. I love this order and it’s my regular order at Gotham.

We couldn’t finish the steak and potatoes and had the rest packed up and then headed back to the Keg. My friend ordered a warm cocktail, and I ordered the Billy Miner Pie. The waitress asked if we were celebrating, and I said “Yes. My birthday.” I ate the entire piece of cake smiling the entire time even though I was stuffed. The waitress gave the pie for free, so it made a fun night even more memorable. A few days later I had told my hairdresser how we went back and forth between Keg and Gotham and she was impressed. Really it was the best of both restaurants, and I couldn’t be happier. In fact, I think I will do this for my birthday next year as well and highly recommend you skip lunch if you want to attempt this culinary feat! A new tradition is born!

"Thanks our truckers who have kept our economies going during Covid-19." "We are grateful to you."

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dw pihlw pRmwixq eI. vI. fIlr

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byA lYNglI itkwxy 'qy EV dI srivisMg leI smRipq hn[

On December 1, 2022, Volvo Trucks North America announced the expansion of its certified electric vehicle (EV) dealer network into a third Canadian province to support continued market adoption of its Class 8 Volvo VNR Electric model. Pacific Coast Heavy Truck Group in Langley, British Columbia (B.C.), recently completed the robust training program and invested in the facility upgrades necessary to provide comprehensive sales and service support for battery-electric trucks. Pacific Coast Heavy Truck Group is now the fourth Volvo Trucks Certified EV Dealer in Canada, following earlier announcements that three dealerships in Ontario and Quebec, Canada, had completed the certification program.

“With the certification of Pacific Coast Heavy Truck Group’s B.C. location, Volvo Trucks now has certified EV dealers from coast to coast in both Canada and the U.S.,” said Peter Voorhoeve, president, Volvo Trucks North America. “We are making good on our efforts to develop the robust sales and service support ecosystem necessary to expand electromobility adoption and to support customers throughout North America with their zero-emission transportation goals.”

Pacific Coast Heavy Truck Group

Pacific Coast Heavy Truck Group Becomes First Volvo Trucks Certified EV Dealer in BC, Canada Volvo

has nine total locations that have served the greater Vancouver area and the interior of B.C. for more than 35 years. The Langley location is the dealership’s first location to achieve the Volvo Trucks Certified EV Dealer status, with plans to certify seven total locations in the near future, including its other mainland dealerships in New Westminster, B.C., Chilliwack, B.C., and Kamloops, B.C., and three on the island of Vancouver.

“Our customers are very interested in exploring how electric trucks can be a viable pathway in decarbonizing their fleet. With the higher upfront cost of battery-electric trucks, incentives play a big role in the purchasing decision, particularly for smaller fleets,” said Bob Lawlor, Volvo sales manager, Pacific Coast Heavy Truck Group. “Our sales team is ready to help fleets take advantage of available funding opportunities and navigate the entire electromobility transition to make it as smooth as possible. We also offer a dealer-owned VNR Electric demo truck that customers can utilize for test routes to get hands-on experience with how a battery-electric truck would perform in their fleet.”

By utilizing Volvo Trucks’ electromobility TCO tool, Volvo Trucks Certified EV Dealerships can help customers assess the financial impact of purchasing and operating batteryelectric trucks. The dealerships also have access to a variety of route planning and connected technology tools designed to help customers maximize the performance capabilities and benefits of the zero-tailpipe emission Volvo VNR Electric model.

The certification process ensures

technicians have the proper technical training and understand all safety procedures when servicing electric drivetrains and components. Two of Pacific Coast Heavy Truck Group’s technicians have been trained to perform maintenance and repair on the Volvo VNR Electric. The dealership has also made investments in diagnostics tools and personal protective equipment for technicians working with highvoltage systems, with four service bays dedicated to servicing EVs at the Langley location.

Pacific Coast Heavy Truck Group’s state-of-the-art facility houses a highdensity storage method that includes an industrial powered high-racking system, allowing the dealership to more than triple inventory square footage. The additional storage space enables the dealership to maintain a stock of key parts and components for the VNR Electric model so it can minimize service times and quickly get customers back on the road.

The dealership also has four mobile chargers to support their customers in deploying Volvo VNR Electric trucks. Three of the chargers are available for customers to utilize during the construction of their own onsite charging infrastructure.

Volvo Trucks now has certified EV dealers in California, Massachusetts, Minnesota, New Jersey, New York, Pennsylvania, Tennessee, Texas, and Virginia, as well as in British Columbia, Ontario and Quebec, Canada, with several dealerships across North America finalizing their certifications in 2022 and 2023.

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Peterbilt Technician Institute Recognizes Milestone 100th Graduating Class

The Peterbilt Technician Institute (PTI) recently graduated the milestone 100th class. The ten graduates of the 12-week advanced technician program are among the nearly 1,000 PTI factory-certified technicians that have been trained and placed at Peterbilt dealer service locations since the launch of the program in 2013.

The PTI graduates participated in a graduation ceremony attended by Peterbilt and Universal Technical Institute (UTI) staff, as well as their new employers from the Peterbilt dealer network, including Rush Peterbilt Truck Centers, Jackson Group Peterbilt, JX

Truck Center – Peterbilt and TLG Peterbilt. The graduation ceremony represented achievement for the PTI graduates in obtaining their goals and progress for the Peterbilt dealer network to meet the growth and increased demand to service customers and maximize uptime.

“We’re proud of the graduates and the valuable contributions they will make to the industry with the knowledge and technical skills needed to be successful and maximize uptime for our customers” said Casey Theis, Technician Program Manager of North America.

PTI is a collaborative program with UTI and serves as a resource for the Peterbilt dealer network to help recruit and hire highly prepared factory-trained technicians. With campuses located in Lisle, IL, and Dallas TX, every PTI student earns Peterbilt factory certifications that include PACCAR MX-11 and MX-13 engines as they embark on a rewarding career in the diesel industry.

Visit https://peterbilt.tech/institute. html for more information about joining the PTI program and to search for available service technician jobs within the Peterbilt dealer network.

Inventory Update – Are we back to normal with equipment?

MICHAEL HOWE

Supply chain issues have been a challenge for an extended period of time now. As the world emerged from the height of the COVID crisis nearly every industry struggled to ramp up production enough to not only catch up, but to keep up with demand. The trucking industry is no different, with the availability of trucks and other equipment difficult to acquire in a timely manner. The question then becomes, is there any end in sight for these challenges, even if just easing a bit.

According to a recent JP Morgan report, supply chain issues had eased somewhat in early 2022, but that easing has been impacted by global factors and geopolitics. Specifically, the Russia-Ukraine war has created transportation logistics challenges, increased oil prices, and basic uncertainty. China is facing a new wave of COVID lockdowns, which ultimately impacts manufacturing and transportation logistics. Then there is the question of once output increases worldwide, will US port congestion return.

The JP Morgan report also suggests that metals and mining are being impacted by the Russian-

Ukraine war. “A high concentration of industrial metal supply relies on Russia, specifically nickel, palladium, platinum, rhodium, aluminum and copper. Aluminum faces the most significant and immediate disruption risk, as around 60% of Russia’s traditional alumina import requirements are closed off or disrupted,” states the report. Aluminum is a key component in transportation equipment, so this could create new issues sooner rather than later.

The widely publicized chip shortage continues to be problematic for the trucking industry. JP Morgan’s report states, “The industry-wide silicon chip shortage and disruptions related to COVID-19 lockdowns in China have left the technology sector facing renewed supply constraints.”

Given chips are used in nearly every technological component the trucking industry employs, from trucks to computers to GPS to Electronic Logging, finding new components may continue to prove difficult.

Is there relief in sight for the trucking industry? “On the capacity side, increased U.S. trucking capacity and reduced working restrictions related to COVID-19 should help” said

Samuel Bland, European Transport and Logistics Analyst at J.P. Morgan.

“The shipping fleet is also expected to expand faster during 2023 and 2024, following a more constrained capacity situation since the COVID-19 pandemic. On the demand side, we expect the recovery in inventories seen in many importing countries to help.”

Infrastructure packages may also help offer some relief to the industry. Trucking equipment manufacturers are ramping up production as best they can, when supplies are available, so those carriers with equipment on backorder may finally start to see delivery of their items. The concerning side of 2023 is enveloped by continued inflation, higher interest rates, and the threat of a global recession. Most governments are working to mitigate these issues, but the markets will largely determine the impact of any such challenges on the trucking industry.

Supply chain issues and labor issues will likely continue to be challenges the industry will need to face in the coming year. The trucking industry is resilient and has rebounded nicely since the height of the pandemic, and that resiliency will likely need to remain robust.

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Factoring as a Solution in the Coming Recession

For shipping and trucking companies, recessions can be particularly tumultuous. An economic downturn tends not to alleviate the labor shortage concerns in the industry, while also causing a downtrend in shipping volume due to lowered consumer demand. Unfortunately, tumultuous times have arrived. It is now consensus among economists, according to BNN Bloomberg, that Canada will see a recession in 2023. As of now, median estimates of economists are that the economy will contract in the first two quarters, by 0.5 percent annualized and 0.6 percent annualized respectively.

For transportation companies, what does this mean? And how can you prepare your business to handle a less than favorable economy and come out on the other side? Invoice factoring is a major solution to the most pressing issues any shipping company will face moving forward.

Factoring Can Help with Price Negotiation

Freight volumes are expected to drop over the next six months. This will place your clients in a position to better negotiate terms with you and will lower the overall number of contracts you can secure, putting further downward pressure on what you can charge. Even existing clients may want to negotiate a lower charge for shipping, but you can hardly afford to further drop your revenue.

One smart way to keep you invoices as high as possible is to extend payment terms, adding an extra 30 days onto your invoice due date. Retailers and others that you do business with are also strapped for cash during a recession and extending payment can be a very tempting offer for them. The problem is that doing so can wreak havoc on your cash flow.

Invoice factoring is an ideal solution in these circumstances. Invoice factoring

is when you send your invoice to a client and your factoring company pays it right away and then collects the money from your client later. So, while your clients can wait to pay the invoice, your cash flow does not suffer.

Factoring Can Help with Cash Flow

One of the top concerns for transportation companies comes from shipping partial truck loads when they are used to shipping full truck loads. Your costs are almost as high as when you ship a partial load, but you are paid much less. This reduction can make it challenging to maintain operating costs as basic as payroll.

Most shipping companies will need to downsize in response to this. But figuring out where you need to cut back when your cash reserves are dwindling is not ideal. You essentially have a ticking clock on you, and it can be a challenge to keep a strong staff, maintain equipment, and pay for the things you truly need. When you use invoice factoring you have access to

your accounts receivables immediately. This can make it easier to retain what you want to, keep your staff paid, and have the money on hand to keep taking on contracts.

Factoring as a Financing Alternative

Invoice factoring is also a strong alternative to financing during a recession. Financing options through your bank will be subject to increasing interest rates. While there have been suggestions that the Bank of Canada should stop raising rates, one columnist at the Financial Post points out that there are few signs that they will. You’re now borrowing at a much higher interest rate and undermining the future success of your business, even if you do make it through the coming recession.

Talk to J D Factors about how invoice factoring can help your business to stay afloat through the recession and come out the other side intact.

We can be reached at www.jdfactors. com or 1-800-263-0664

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2022 FORD F150 TREMOR

THE MOST IDEAL F150?

JAG DHATT

Over the past decades, we’ve seen many a shift in the automotive industry. From muscle cars and sedans, we saw the push towards minivans and SUVs. And how can we forget the crossovers. And now, a push is towards electrification and the move towards using alternate fuel sources. However, all those things being said, there has been one constant and that has been the pickup truck. Let’s be honest here – the pickup truck has been a staple vehicle since its advent in 1925 with the, get this, the Ford Model T Runabout. After this, there was no looking back. Fast forward to today, and we had the chance to drive the Ford F150 Tremor. And for those looking for an F150 that does the best of both worlds, off and on-road, this might just be the ideal Ford truck to buy.

As the name Tremor implies, there is

a heavier focus on off-road capability; while not as capable as the Ford Raptor, it shares a similar DNA.

As an F150, this truck comes very well loaded; well, our tester did. It had most of the options I would want in my F150, including a twin-panel moonroof, Bang & Olufsen sound system, leather seats, LED lights, box power supply and the 3.5L V6 EcoBoost engine. And this current generation F150 also has the Ford SYNC 4 system.

Upgrading to the Tremor will set you back an additional $16K, but trust me when I say this, it’s well well worth it. The upgrade adds big 33” General Grabber all-terrain tires mounted on matte-finish 18” wheels that offer added ground clearance and a 1” wider stance. There’s also Tremor specific monotube shocks

at the front and twin-tube shocks at the rear. This setup allows for a softer ride at lower speeds and additional damping and control for more severe off-road driving. And there’s more you’d expect, like the tow hooks, underbody skid plates, fixed side steps and a sporty, yet tamed, dual exhaust.

Driving the F150 Tremor on normal streets and highways was surprisingly quiet and calm. I was expecting more road noise because of the bigger, fatter tires, which only became slightly apparent at speeds higher than 120 km/h. I kept the moonroof cover open most of the time to allow more light to come through and show the spacious interior of the truck.

One point to note is that there is a noticeable amount of body roll when driving on winding roads; with the setup

EcoBoost V6

torque. While not up to par with the Raptor, it comes pretty darn close. Mated with Ford’s 10-speed automatic transmission, the truck moves ever so smoothly through the gears. It almost always finds the perfect gear whether driving your daily route or punching it off the line. And when you do punch it, you hear a tamed growl from the exhaust. I do wish it was just a bit louder as then the exhaust would match nicely with the brash appearance of the truck.

The one area where the Tremor does feel rough is driving on dirt or broken roads. I drove the Tremor on some gravel roads that had potholes and it wasn’t as smooth as I’d like. I bounced around a tad, and I could feel the truck shaking when it hit uneven surfaces. However, that being said, the steering is spot-on and instills confidence in even the novice off-roader. And as mentioned earlier, the transmission and engine work so effortlessly together to get Tremor through most offroad trails.

Ford claims a combined fuel economy of 13.2 L/100 km, which is quite impressive if you can get it. I, for one, did not hit that mark. My average for the week was 14.9 L/100 km, which isn’t too bad considering I was “testing” the aggressiveness of the truck more often than not.

The 2022 Ford F150 Tremor is definitely noticeable on the road thanks to the orange colour accents and badging around the truck. It has a lot to offer for anyone thinking of getting into an F150 because it might just be the ideal setup. You’ve got all the luxury and amenities, yet it’s factory set for tackling most off-road drives. Take this one for a drive. You will be surprised.

of this truck, it’s to be expected. Does it take away from the joy of driving the Tremor? Absolutely not. Overall, the drive of this truck is more than enjoyable for any daily drive.

The seats, both front and back, are big and comfortable, lounger-like almost. What I would like to see is some recline in the rear seats (as in the RAM), because on longer drives, a slight recline would really help.

And for a big truck fitted with big tires, the Tremor was quite nimble around the block and when parking.

With the 360-camera, parking lines and an allaround view is nice to have. The turning radius for the Tremor is very good, and you’ll find turning much easier than say the Toyota Tundra. Blind spots are what you’d expect in a big truck, but if you have your side mirrors set properly and pay attention to the safety systems, you should have no problem maneuvering the truck in almost any situation.

Under the hood of the Tremor is Ford’s 3.5L EcoBoost V6 twin-turbo engine that’s good for 400 horsepower and 500 lb-ft of

Lion Electric Produces First Proprietary Li-ion Battery Pack in Canada

Lion Electric

The Lion Electric Company, a leading manufacturer of allelectric medium and heavy-duty urban vehicles, today announced that it has completed production of its first lithium-ion battery pack at the company’s battery manufacturing facility located in Mirabel, Quebec. Final certification of the first battery pack is expected in the first quarter of 2023, followed by a gradual ramp up of production in 2023. The first batteries produced in Mirabel will power the Lion5 truck and the LionAmbulance, expected to reach commercial production in the first half of 2023.

“The production of our first battery

pack out of our Mirabel battery facility is an important step for Lion and should, over time, bring with it a new level of optimization for product design and production efficiency,” said Yannick Poulin, Lion’s Chief Operating Officer. “I am incredibly proud of our team for the continued advancement of this project, and I am very thankful to the Canadian and Quebec governments for their support in making it a reality.”

Lion’s new Mirabel battery manufacturing facility, once fully operational, is expected to give the Company a key market advantage, with vertical integration providing more control of supply, technology

advancement, and vehicle integration. Given the battery is typically the most expensive component of an electric vehicle, this new manufacturing capability should have a direct impact on Lion’s development of medium- and heavy-duty electric vehicle platforms, while also offering important economic benefits.

At full scale, Lion’s battery manufacturing facility is expected to have an annual production capacity of five gigawatt-hours of battery capacity. The news comes as Lion has also recently celebrated the start of production at its U.S. vehicle manufacturing facility in Joliet, Illinois.

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PERFECTED FOR THE ROAD AHEAD

The sleek new exterior of the T680 Next Gen incorporates cutting-edge aerodynamic design features meant to squeeze every possible mile from every gallon. Offering you up to 6% in fuel savings from day one.