Desi Trucking - May April 2024 (National Edition)

YOUR DREAMS ARE WITHIN REACH IF YOU KEEP MOVING TOWARDS THEM

Some of you may disagree with this quote. “What if my dream is too big? What if my dream seems impossible?” To clarify, when striving towards your dream, you have to be aware of your abilities and strengths. Make your dream(s) realistic and then start moving towards them.

I have heard countless stories of drivers who became successful fleet and/ or business owners. The common thread with most of these success stories was these people’s constant ability to strive towards their dreams. Along the path were many disappointments and failures; however, by keeping their dream in sight, these owners never lost faith and kept moving forward.

One of the dreams of JGK Media Group was to produce and host a successful truck show in Western Canada. The APNA Truck Show was not without its struggles; many hardships were faced but by the support of the community, it’s become the largest truck

show in Western Canada and this year, it takes place on June 8th and 9th at Tradex in Abbotsford, BC. So, register for free at www.apnatruckshow.com and bring your family and friends.

In the past few months, we’ve discussed the issue of poor driving habits of professional drivers. Provincial governments have stepped up and introduced massive fines and even possible jail time for negligent drivers. But do fines really work? Read an interesting article by Ray Gompf as he discusses his views. And with electric commercial trucks on the rise, Mike Howe discusses their feasibility for North America.

Warmer weather is upon us, and we encourage you all to be extra cautious of motorcycles and pedestrians. And once again, we hope to see all of you at the 2024 APNA Truck Show on June 8th and 9th at Tradex in Abbotsford, BC.

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quhwfy iv~coN ku`J lok ies ivcwr nwl

Asihmq ho skdy hn[ keI lok socdy hn,“jy myrw supnw bhuq v~fw hovy qW kI hovygw? jy myrw supnw AsMBv jwpdw hY qW kI hovygw?" Awpxy supinAW nUM isrjx vwsqy, ies dI pRwpqI leI koiSS krdy smyN, Awpxy cuxy gey supny dI pRwpqI nUM pUrI qrHW sp~St krn leI, quhwƒ AwpxIAW kwblIAqW Aqy SkqIAW qoN jwxU hoxw cwhIdw hY[ Awpxy supinAW ƒ hkIkq bxwE Aqy iPr auhnW v~l vDxw SurU kro[ mYN auhnW fRweIvrW dIAW Axigxq khwxIAW suxIAW hn jo sPl PlIt Aqy/jW kwrobwrI mwlk bx cu`ky hn[ iehnW iv~coN izAwdwqr sPlqw dIAW khwxIAW ‘c jo ie`ko ie`k sWJI g`l sI, auh hY ienHW sBnW lokW dI Awpxy supinAW dI pRwpqI leI lgwqwr koiSS jwrI r`Kx dI smr~Qw[ rsqy iv~c bhuq inrwSw Aqy AsPlqwvW sn; pr iPr vI ienHW iehnW mwlkW ny, Awpxy supny dI pRwpqI ‘qy hI inSwnw swD r`iKAw Aqy kdy Awpxy ivSvws nMUU folx nhIN id`qw Aqy lgwqwr A~gy vDdy rhy[ JGK mIfIAw gru~p dw ie~k supnw p~CmI kYnyfw iv~c ie~k sPl tr~k SoA krvwaux Aqy iesdI myzbwnI krnw sI[ APNA tr~k SoA krvwaux dw pRbMD krvwauxw koeI b`icAW dI Kyf nhIN sI Aqy ies nUM sMGrSW qy cunOqIAW dw swhmxw kIqy vgYr krvwauxw AsMBv sI; bhuq swrIAW muSklW dw swhmxw krnw ipAw, pr kimaUintI dy swQ dyx nwl, ieh p~CmI kYnyfw iv~c sB qoN v~fw tr~k SoA bx cu`kw

hY Aqy ies swl, ieh AYbtsPorf, bI sI dy tryfYks ivKy 8 Aqy 9 jUn ƒ hovygw[ ies leI, www.apnatruckshow.com 'qy muPq rijstr kro Aqy Awpxy pirvwrW Aqy im`qrW dosqW nwL ies ‘c Swml ho ky ies dI Swn ‘c hor vI vwDw krn ‘c Xogdwn pwE[ ipCly k`uJ mhIinAW iv~c, AsIN pySyvr fRweIvrW dIAW mwVIAW fRweIivMg AwdqW dy mu~dy 'qy lgwqwr crcw krdy rhy hW[ sUbweI srkwrW ny vI A~gy vDdy hoey mwVHI Aqy lwprvwhI vwly fRweIvrW leI BwrI jurmwny krn dw Aqy ie~QoN q~k ik jylH dI szw hox nUM vI lwgU krn leI kdm cuu`ky hn[ pr kI jurmwny krn dw Asl ‘c iksy qrHW dw koeI pRBwv vI pYNdw hY? ryA gOMpP duAwrw ie~k idlcsp lyK pVHo ijnHw ‘c aus ny Awpxy ivcwrW dI crcw kIqI hY[ Aqy v~D rhy ielYkitRk vpwrk tr~kW dy nwl, mweIk hwE au~qrI AmrIkw leI auhnW dI sMBwvnw bwry crcw krdw hY[ grmIAW dw mOsm dsqk dy cu`kw hY Aqy ies krky motrsweIklW Aqy pYdl c~lx vwilAW dI igxqI ‘c vwDw hoxw Awm g`l hY, ies krky AsIN quhwƒ swirAW ƒ ienHW pRqI hor vI suucyq hoxw AqyN vDyry swvDwn rihx leI auqSwihq krdy hW[ Aqy ie~k vwr iPr, AsIN quhwƒ swirAW ƒ AYbtsPorf, bI.sI. iv~c tryfYks ivKy 8 Aqy 9 jUn ƒ 2024 APNA tr~k SoA ‘c Swiml hox dI aumId krdy hW Aqy AsIN quhwnUM au`Qy imlx leI kwPI auqsuk vI hW[

Editor-In-Chief

Advertising & Sales

Jag Dhatt

Art Director Ranjit Singh

IT Manager Ranjit Singh Bhamra

Cover Design Ranj Bhamra

Cover Photo Credit Anadolu Agency / Contributor

Contributing Writers

Jag Dhatt; Michael Howe; Pash Brar; Ray Gompf; Ron Dhaliwal; Jimmy Gill; Sanjana Karthik; Staff Reporters

Translator

Tirath S. Khabra

Cell: 604-767-4433

E: jag@jgkmedia.ca

F: 604-598-9264

Jag Dhatt

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jurmwny - kI aunHW dw koeI pRBwv hY?

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ieh sB kihx dw mqlb ieh hY, tRYiPk aulMGxwvW krn krky hox vwly ienHW 10% lokW leI isrP ie~k mzwk hI hn jo nw qW inXmW dI Aqy nw hI aunHW 90% lokW ‘coN bhuq swry jo inXmW dI pwlxw krdy hn, aunHW dI koeI vI pRvwh nhIN krdy [ ieh swfy audXog ‘c ieh bhuq swry BYVy msilAW ‘coN ieh sirAW qoN v`fw mslw nhIN hY[

jurmwny 90% lokW ƒ ieh inXmW dI pwlxw krn leI h`lwSyrI dyx dw ik Aqy aunHW 10% lokW nUM nzrAMdwz krn dw ie~k qrIkw hY Aqy inXmW dI pwlxw nw krn krn vwly ienHW lokW ƒ vwDU Bugqwn krn idE, g~l ieh hY ik 10% ie~k ivAkqIgq cwrj leI jurmwny ƒ smJdw hY ik b`s "G`t smW v`D pYsy bxwauNx dw

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tRYiPk pRbMDn hI Aijhw sQwn nhIN hY ij~Qy jurmwny kwrobwr krn dI lwgq ho skdy hn[ pwlxw nw krn ‘qy mu~dy mihMgy ho skdy hn Aqy hoxy vI cwhIdy hn[

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Fines – Do They Have any Effect?

This is another issue where the 90/10 rule applies. Ten percent of those in the industry cause the other ninety percent to have unreasonable rules imposed on them because that other ten percent don’t think the rules apply to them.

I drove home to Ottawa after the truck show recently. I don’t use the 401/416 route for several reasons; one, Highway 7 with its slower speed limit saves me fuel. So, it takes me a

few minutes longer, but I’m not in a hurry. Second, my vehicle is highly subjected to wind. There usually is less wind farther away from the lake, so I prefer the quieter route. I drive the speed limit, not by the speedometer but by my GPS on my device. When I can, I employ cruise control. That big 454 Chevy under the hood is a thirsty girl. I explain that to say nobody else on Highway 7 followed the speed limit and enforcement was absolutely nonexistent. Vehicles of all shapes and

sizes passed me, safe or not. Double lines meant nothing.

All that to say, fines for traffic violations are a joke for that 10% who simply don’t care about the rules and many of the 90% who mostly follow the rules. That’s not the biggest axe to grind within our industry.

Fines are simply a way for asking the 90% to follow the rules and let the 10% pay additionally for ignoring

G. RAY GOMPF, CD

them. The thing is that 10% looks at a fine for an individual charge is simply considered “a dime a time”. Fines should be crushing and enforced with vengeance because the ten percent shouldn’t have the opportunity to say a dime a time. That’s never going happen because our governments only hire a number of enforcement folk on a ratio of those people they’re about to serve. In high density areas, that ratio is probably adequate; but in sparsely populated areas, one could go a lifetime without having someone in enforcement crossing their path.

For the 90% who drive well but make mistakes, the fine is a slap in the wallet. I have trucked for nearly forty years and never paid even one fine. No, I never got written up where I had to pay a fine. I’m one of the ninety percent. So, it doesn’t matter to me that in Ontario the fine for 50 km/h over the limit is five figures and the

only a matter of seconds.

The fleets that monitor their drivers speed daily by plugging into the black box know the difference between the occasional overspeed and habitual overspeed and can make their own corporate level policies to curb the 10% careless drivers.

Traffic management isn’t the only place fines can be a cost of doing business. Compliance issues can and should be pricey. Safety and maintenance issues also should be equally pricey. There must be a mechanism to bring those 10% to heel and seemly the only carrot that works for them is to keep fining them until they fall in line. That 10% are also the companies that are subjected to facility audits, checking the compliance issues. The paper trails give them away under audit and fines can be retroactive during audits.

some pretty sleazy operators. When logbooks were a thing, I had a sleaze bag tell me to throw my logbook away because the fine for a no logbook violation was less than not having an incriminating logbook. He may have been able to exert pressure on a lesser experienced driver, but that wasn’t me. I stopped at the scale and suggested a facility audit for the company. The facility audit resulted in a six-figure fine. After I reported the company to MTO, I quit and found another job. Life is too short to have to work for bad companies. That bad company I reported declared bankruptcy and continues his sleazy ways under new names. I lost some wages but not my dignity. Drivers, if you think your employer is a sleaze, complain to authorities for a facility audit. You will quite likely need a new job but you’re employable virtually anywhere; the sleaze will have their wings clipped and maybe forever.

mYN tr~ikMg ikauN cuxI

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Why I Chose Trucking

Recently I was asked a question I thought I would share. “Why did you choose trucking”. I quickly replied I can narrow it down to one word: service. My questioner asked if I could explain and elaborate further so here goes.

Certainly, I was born a farmer; I was raised on a farm. Farming is a service and if you don’t think so, you’re a fool. At 18, I joined the army, that’s service too. Service is serving without truly knowing if your service is even appreciated. Appreciation is not the point; it is service. Then I moved to trucking which is the epitome of serving. Nobody appreciates what you do, nobody understands they’ve been given a service, and far too often, you’re treated like dirt. Yep, sounds like service to me.

On the farm, I remember milking cows by hand. I remember separating the milk. I remember churning cream into butter and counting the strokes of the churn. I remember scooping the butter into the moulds making sure the corners were perfectly filled and then

turning the moulds out on the butter paper, making sure the folds were precise. Today, I see machine wrapped butter and not nearly the care was taken to do it right.

I recall haying, and this was loose not bailed. We used horses as motive power. I recall watching mice caught up in the hay and trying to make sure they didn’t become a part of the load. I recall the hard work that started at daybreak and lasted until you were finished. All to make sure the milk and butter were available for the market.

I recall the harvesting of grains both for livestock feeding and for grinding for table use. Service was part of the deal.

Then the military. There you clearly understood service and far too often we were scorned. Today the scorn has been replaced by “thank you for your service” and too often I don’t know how to respond. I served and I’m proud to have served. I’m glad you don’t have to do what I had to do. It’s something I live with daily, so you enjoy peace

or relative peace. Again, recently someone asked me where I served. It’s memories I have suppressed for forty odd years, but the question brought back the horrors and I stopped for a few minutes with memories and the tears were very close. I told the story, not a story but the recollection and it wasn’t pretty, but finally someone heard me with compassion. Yes, I served.

Then when I returned to trucking, I worked for a Burns Food Transport out of Calgary, and this was before logbooks. My very first load for Burns outbound was a load of boxed meat for the Super Store in Moncton. That’s when I realized trucking is a service too. I recall thinking of Mrs. Smith in Riverglade, NB doing her Sunday roast of beef and if I didn’t do my part, she may not have that roast to roast. Yes, I served. I’m proud to have served even when no one knew I was serving.

We need not always get the recognition we may deserve but we know in our hearts we did the service and that’s just fine. No applause necessary.

G. RAY GOMPF, CD

The Economy is in a Slump

If you talk to people in trucking, they will most likely say there is a major recession, yet the news doesn’t announce that. In trucking there are many indicators the economy is in a downward spiral. I would often tell people interested in investing in the stock market, to ask people in trucking if they are busy, because that was a great way to plan a timing strategy. When truckers are busy; buy. When truckers are slow; do not buy. I had told many small businesses in 2022 that we were heading into a major downfall because trucking was slowing down, and here we are. I have not seen the trucking industry this plagued since 2008-2009 after the stock market crash.

Many truckers tell me they are barely getting any loads. They can barely make their mortgage payments, let alone their truck and trailer payments. If the economy is doing well, then why are there far fewer loads? When the economy is doing well, trucking companies are bombarded with loads, and drivers are rushed because there is a back log of new loads that need to be delivered. In a good economy long haul truckers barely see their families in the summer, because they come home and are asked to take a new load immediately. In a good economy drivers can make well in to six figure incomes and support their families easily. That is not the case now.

The prices for loads are very low right now. Rates are so low, that the fuel, insurance, and maintenance of the equipment are barely covered. It may be a big advantage to businesses

needing loads delivered, but it’s at the extreme detriment of the trucker and trucking companies. Many truckers tell me they are extremely frustrated and feel like they are working very hard for little, to no money. When the economy is doing well, the load rates are high because there is high demand. Where there are too many truckers, not enough loads, and the demand is low, then the load rates are also low.

The Vancouver Port recently reported record volumes. https:// globalnews.ca/news/10378305/port-ofvancouver-record-volume/. How can there be record volume when a trucking firm that works primarily doing port loads advised me of an 80% decrease in business? How can there be record volumes when longshoremen with 20+ years seniority in the union are not getting much work? Usually after that many years in the union, they have their pick of the hours they want to work, but are now saying there is very little work. Who is buying these record number of goods when I see people in grocery stores leave half their cart of groceries behind because they can’t afford to pay for the remainder?

I often see articles written about trucker shortages. We need more truckers they say. The truckers we have now have no work. So, adding more truckers now will only aggravate the problem. There is already a surplus of drivers and low rates. When you add more drivers to create more surplus, the load rates could possibly go even lower. A new trucker entering the market now will not be prioritized loads, because

BRAR

there are many more drivers that have seniority. When we come out of this low economy, that will be the time to enter the market. At that time there will be a demand for truckers and the rates will increase with that demand. If you want to change careers and enter trucking, then you should train now and be ready to enter the market when the economy does eventually rebound.

Until the economy picks up, trucking will continue to be in turmoil. Prices for equipment are sky high, the demand for loads is low, there are too many truckers, and the rates are low. The bigger firms plan to acquire struggling businesses and the small ones get absorbed during times like this. Many are selling equipment and changing industries. I’m not sure when the economy is going to pick up. I will be keenly watching the next provincial, federal, and U.S. Presidential elections. These elections may impact our economy. But right now, I’m seeing the stock market perform the best it has since 2019, which is why no one is declaring a recession. The stock market is currently not a reflection of our current economy, making it extremely unpredictable in my opinion. The real estate market is also gaining traction even though prices and interest rates are sky high. I wonder why these other facets of the market are doing well, and not trucking? I just hope there isn’t a big reason, like the 2008 U.S. housing bubble that led to the collapse of the economy. Hopefully the real reason will come out soon and we as an industry can get back to normal and make some money again.

PASH

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The Cheesecake Factory

My friend and I had planned a shopping trip south of the border since December. I had mentioned I had done some Christmas shopping in Bellingham and had found some nice gifts. My friend said we should go too, and looked in her elevenyear-old daughter’s eyes and said “The Cheesecake Factory!” Her daughter’s eyes lit up! So, we planned our journey around spring when her daughter would have spring break.

Lynnwood was the closest Cheesecake Factory, so we planned to go to the Premium Outlets first, then head to Lynnwood. Traffic going South was fine, but going North was horrible, so we knew we had to stay in Lynnwood for a few hours until the rush was over. When we arrived at the restaurant it was 3pm. We were surprised it was packed and had to wait about 5 minutes for a table. Luckily, we were fully entertained because we were admiring the many types of cheesecake on display. In anticipation of the day, I had not eaten. I knew this meal would be high calorie and enough food for the entire day. My friends had bought smoothies at the outlet mall, but I saved myself for cheesecake.

The menu has the calories listed beside each dish. When you see this, it really makes you think twice about what

you want to order. My friends shared herb encrusted salmon with a side of buttered corn and mashed potatoes at a whopping 1570 calories. I ordered the green chile chicken enchiladas at 1400 calories. Both were delicious. I was thrown off by the beans being whole and black instead of brown and refried like in a Mexican restaurant. It also came with white rice instead of red rice, but it was all delicious and this was not a Mexican restaurant so you cannot expect the same experience.

The next big decision was the most important of all. Which cheesecakes do we order? My friend had admired a carrot cake we saw on display and her daughter said, “Mom this is The Cheesecake Factory! You can get carrot cake somewhere else anytime you want! You HAVE to get cheesecake at The Cheesecake Factory!” I agreed! First, we had looked at the cheesecakes on display while waiting for our table, then looked at the selection on the menu while deciding our meal. It was the second viewing of the menu, after eating, where we made our final decisions; a Lemon Meringue (1170 calories) and a Toasted Marshmallow S’Mores Galore cheesecake (1550 calories). Both were delicious! We packed some leftovers to take home as well.

PASH BRAR

I was absolutely stuffed! I ate nothing for the remainder of the day. I also didn’t feel hungry until about 3pm the next day, so about 24 hours later. Driving home we were all very thirsty. You don’t eat like this everyday with such high sodium and high sugar and calories. It was a special treat and my friend’s daughter was so happy. If you go to The Cheesecake Factory, enjoy it. Don’t hold back. The Lynnwood location has lots of free parking. After eating we wandered around Lynnwood Mall. It really helped to walk after such a big meal.

There is only one Cheesecake Factory location in Canada located in North York, Ontario so the rest of us in Canada will have to drive or fly to a location. The prices are on the higher side for casual dining, and with the exchange rate it really adds up. The most shocking was a black coffee was $5.50 USD, which is double the price of a Starbucks coffee. So, if you do plan to visit a Cheesecake Factory, be prepared to pay! If you’re going from BC to Lynnwood to eat, I would also suggest having more than one person in the car to use HOV lanes and to try your best to avoid rush hour going South or North. Also, wear elastic waist pants!

Alderwood Mall.

3000 184th Street SW Lynnwood, WA 98037

BY: DESI TRUCKING STAFF

Class 4-5 RIZON Electric Trucks Officially Hit the Streets Throughout California

Velocity EV announced that the first RIZON Class 4-5 battery-electric cabover trucks, engineered by Daimler Truck Group, are now being delivered to customers throughout California. RIZON trucks, exclusively distributed in the U.S. by Velocity EV, are set to revolutionize urban delivery applications by driving both economic and environmental sustainability. The first fleet deliveries have already commenced and are slated to continue this spring.

RIZON trucks can be customized with several different load body options for local goods movement, urban deliveries, and refrigerated deliveries. Equipped with an electric power take-off (ePTO) controllable from the cab, these trucks offer added versatility for specialized equipment such as reefer belt drives and hydraulic pumps.

The initial deployment of RIZON trucks in California includes a diverse range of customers embracing sustainable transportation solutions, such as LA Sanitation & Environment, Goodwill Industries of San Diego, Diamond

Environmental, Ecorecycling, and Velocity Truck Rental & Leasing.

Alex Voets, general manager of Velocity EV, expressed enthusiasm, stating, "The shift to electrification is typically a large undertaking for fleets, but our customers are pleased the RIZON Trucks can use inexpensive charging hardware and are finding the trucks are easy to operate. It’s great to see fleets deploying their first RIZON trucks."

RIZON trucks offer a range of benefits tailored to urban delivery applications, including competitive pricing, telematics, flexible financing from Daimler Truck Financial Services, and a class-leading warranty – five years/75,000 miles for the powertrain, chassis and cab, and five years/120,000 miles for the batteries.

With a range of up to 160 miles on a single charge, RIZON trucks can be charged by both inexpensive level 2 AC charging and DC fast charging. Medium (M) and Long (L) range battery configurations allow fleet operators to choose the best price-to-range option for their typical routes. In addition, the

vehicles are equipped with Daimler's advanced active safety system and fourstage regenerative braking, enabling drivers to easily adjust it for energy conservation to extend the brake life and driving range.

RIZON trucks purchased in California qualify for a base voucher of $60,000 per vehicle through the California Air Resource Board’s (CARB) Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP), further incentivizing the transition to sustainable transportation solutions. To participate in the HVIP voucher program, fleet operators must work with an HVIP-approved dealer which submits the voucher request on the fleet's behalf for the RIZON truck. RIZON is available from California Truck Centers and Velocity Truck Centers, which are both HVIP-approved dealers.

The CARB certification designates all four RIZON models – e16M, e16L, e18M, and e18L – as compliant under the Advanced Clean Fleets rule that mandates 50% of overall state, local and municipal vehicle purchases be zeroemissions starting January 1, 2024.

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ieMfstrIz, fwiemMf ienvwiermYNtl, eIkorsweIkilMg, Aqy vIloistI tr~k rYNtl Aqy lIizMg[

vIloistI eI vI dy jnrl mYnyjr AYlyks voeyts ny auqSwh zwhr kridAW ikhw, "ibjlIkrn v~l qbdIlI Awm qOr 'qy PlItW leI ie~k v~fw au~dm hY[ pr swfy gwhk KuS hn ik RIZON tr~k ssqy cwrijMg hwrfvyAr dI vrqoN kr skdy hn Aqy tr~kW ƒ clwauxw Awswn kr rhy hn[ PlItW ƒ Awpxy pihly RIZON tr~kW ƒ cldy hoey vyKxw bhuq vDIAw lgdw hY[

ie~k isMgl cwrj 'qy 160 mIl q~k dI ryNj dy nwl, RIZON tr~kW ƒ ssqy p~Dr 2 AC cwrijMg Aqy DC Pwst cwrijMg dovW duAwrw cwrj kIqw jw skdw hY[ m~Dm (M) Aqy lMbI (L) ryNj bYtrI sMrcnw PlIt AwprytrW ƒ aunHW dy Awm rUtW leI sB qoN vDIAw kImq-qoN-ryNj ivklp dI cox krn ‘c shwieqw krdIAW hn[ ies qoN ielwvw, ieh fwiemlt dI AYfvWsf AYkitv syPtI isstm Aqy cwr-styj rIjnryitv bRyikMg isstm nwl lYs hn, jo fRweIvrW ƒ bRyk lweIP Aqy fRweIivMg ryNj ƒ vDwaux leI aUrjw bcwaux leI iesƒ AwswnI nwl

Afjst krn dy Xog bxwauNdIAW hn[

kYlIPornIAw iv~c KrIdy gey RIZON tr~k kYlIPornIAw eyAr irsors borf (CARB) hweIibRf Aqy zIro-AimSn tr~k Aqy b~s vwaUcr iensYNitv pRojYkt (HVIP) duAwrw pRqI vwhn $60,000 dy bys vwaUcr leI Xog huMdy hn, jo ik itkwaU AwvwjweI h~lW iv~c qbdIlI ƒ hor auqSwihq krdy hn[ HVIP vwaUcr pRogrwm iv~c ih~sw lYx leI, PlIt AwprytrW ƒ ie~k HVIPpRvwinq fIlr nwl kMm krnw cwhIdw hY jo RIZON tr~k leI PlIt dy ADwr ‘qy vwaUcr AYplIkySn jmHW krdw hY[ RIZON kYlIPornIAw tr~k sYNtrW Aqy vIloistI tr~k sYNtrW ‘qy auplbD hY, jo ik dovyN HVIP-pRvwinq fIlr hn[

CARB pRmwxIkrx swry cwr RIZON mwflW - e16M, e16L, e18M, & e18L - ƒ AYfvWsf klIn PlIts inXm dy Anupwlx vjoN mnonIq krdw hY, jo 1 jnvrI 2024 qoN SurU hox vwly smu~cy rwj, sQwnk Aqy imauNspl vwhnW dIAW KrIdW dw 50% zIro-inkws hox dw Brosw idMdw hY[

"Thanks our truckers who have kept our economies going during Covid-19."

"We are grateful to you."

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XTL Transport Gets Clean Carrier Program Certification

The BC Trucking Association (BCTA) is pleased to congratulate XTL Transport Inc. for achieving certification in the Clean Carrier Program. As the newest addition to the program, XTL Transport exemplifies a commitment to sustainability and environmental responsibility within the transportation industry.

Founded in 1985, XTL Transport is a leading transport, logistics and distribution provider, specializing in providing innovative solutions for freight transportation across North America. With a fleet of modern and fuel-efficient vehicles, coupled with its dedication to operational excellence, XTL Transport has established itself as a trailblazer in the industry.

Administered by BCTA, the Clean Carrier Program is an ecocertification initiative that recognizes carriers who demonstrate excellence in environmental performance and sustainability practices. Certified carriers undergo rigorous evaluation and adhere to stringent criteria related to emissions reduction, fuel efficiency, and environmental management.

Stephanie Gagnon, Director of Western Terminals at XTL Transport, shared her enthusiasm about the company’s experience in the Clean Carrier Program, stating, “Achieving certification in the Clean Carrier Program is a significant milestone for XTL. It validates our ongoing efforts to prioritize sustainability and reduce our environmental footprint. This certification underscores our commitment to delivering not only exceptional service but also sustainable solutions for our customers.”

The Clean Carrier Program offers many benefits to carriers, including recognition for their environmental leadership, access to resources, and increased market opportunities. By participating in the program, carriers demonstrate their commitment to sustainability, stand out in the marketplace, and contribute to a cleaner, greener future for the trucking industry and beyond.

“XTL Transport has truly distinguished themselves through their commitment to environmental stewardship,” said Cory Paterson, BCTA Vice President. “We are so pleased they are being recognized through Clean Carrier certification, and we look forward to seeing XTL’s continued success as they uphold the highest standards of sustainability.”

XTL trWsport

pRogrwm srtIiPkySn

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BC tr~ikMg AYsosIeySn (BCTA) XTL tRWsport ieMk. ƒ klIn kYrIAr pRogrwm iv~c pRmwxIkrx pRwpq krn leI vDweI idMdy hoey KuS hY[ pRogrwm iv~c sB qoN nvyN joV vjoN, XTL tRWsport AwvwjweI audXog dy AMdr siQrqw Aqy vwqwvrx dI izMmyvwrI pRqI vcnb~Dqw dI imswl bxy hn[

1985 iv~c sQwipq, XTL tRWsport ie~k pRmu~K tRWsport, lOijsitks Aqy ifstRIibaUSn pRbMDk kMpnI hY, jo pUry au~qrI AmrIkw iv~c mwl FoAw-FuAweI leI nvInqwkwrI h~l pRdwn krn iv~c mwhr hY[ AwDuink Aqy eINDn-kuSl vwhnW dy PlIt dy nwl, sMcwln au~qmqw leI Awpxy Awp nUM smripq krn dy nwl, XTL tRWsport ny Awpxy Awp ƒ audXog iv~c ie~k tRylblyzr vjoN sQwipq kIqw hY[

BCTA duAwrw pRbMiDq, klIn kYrIAr pRogrwm ie~k eIko-srtIiPkySn pihlkdmI hY jo auhnW kYrIArW ƒ mwnqw idMdI hY jo vwqwvrx dI kwrguzwrI Aqy siQrqw AiBAwsW iv~c au~qmqw dw pRdrSn krdy hn[ pRmwixq kYrIAr s^q mulWkx qoN guzrdy hn Aqy inkws iv~c kmI, bwlx kuSlqw, Aqy vwqwvrx pRbMDn nwl sbMDq s^q mwpdMfW dI pwlxw krdy hn[

XTL trWsport dy p~CmI trmInl dI fwierYktr stYPnI gYgnOn ny klIn kYrIAr pRogrwm iv~c kMpnI dy qzrby bwry Awpxw auqSwh sWJw krdy hoey ikhw, “klIn kYrIAr pRogrwm iv~c pRmwixqw pRwpq krnI XTL leI ie~k mh~qvpUrn mIl p~Qr hY[ ieh siQrqw ƒ pihl dyx Aqy swfy vwqwvrx dy pRdUiSq hox kwrn pY cu`ky nukswn nUM Gtwaux leI swfy c~l rhy XqnW dI pRsMSw krdw hY[ ieh pRmwxIkrx nw isr& byimswl syvw pRdwn krn dI swfI vcnb~Dqw ƒ drswauNdw hY, sgoN swfy gwhkW leI itkwaU h~l vI pRdwn krdw hY["

klIn kYrIAr pRogrwm kYrIArW ƒ bhuq swry lwB pRdwn krdw hY, ijs iv~c auhnW dI vwqwvrx nMU swP r`Kx dy XqnW dI lIfriSp leI mwnqw, sRoqW q~k phuMc, Aqy vDy hoey mwrkIt mOky Swml hn[ pRogrwm iv~c Bwg lY ky, kYrIArW dI ies pRqI lgwqwrqw bxweI r`Ky jwx leI AwpxI vcnb~Dqw dw pRdrSn krdy hn, bzwr iv~c aunHW nUM siqkwrq nzr nwl vyiKAw jWdw hY Aqy auh tr~ikMg audXog Aqy ies qoN bwhr dy ie~k sw&-suQry, hry Bry Biv~K iv~c Xogdwn pwauNdy hn[

“XTL trWsport ny vwqwvrx sMBwl pRqI AwpxI vcnb~Dqw duAwrw s~cmu~c

Awpxy Awp ƒ v~Krw kIqw hY,” korI pYtrsn, BCTA dy aup pRDwn ny ikhw[ "AsIN bhuq KuS hW ik auhnW ƒ klIn kYrIAr pRmwxIkrx duAwrw mwnqw id~qI jw rhI hY, Aqy AsIN XTL dI inrMqr sPlqw ƒ dyKx dI aumId krdy hW ikauNik auh siQrqw dy au~cy imAwrW ƒ brkrwr r~Kdy hn["

qusIN ikqy vI jwNdy ho

HuskyPRO dI vrqoN kro

Esso™ kwrflwk 'qy kYnyfw

Br iv~c

• 150 qoN v~D lokySnwN

• smripq bwlx slwhkwr

• myHusky ienwm kmwau

tr~k fRweIvrW leI bI sI

QoVHy ijhy jurmwny vDwaux qoN isrP ku`J mhIinAW bwAd hI, bI sI dy AwvwjweI Aqy buinAwdI FWcy dy mMqrwly ny tr~kW Aqy tr~ikMg kMpnIAW ‘qy hor vI sKq SrqW Qopx leI zordwr hQoVy nwL vwr kIqw hY, ieh s`t mwrn vwly lok auhI lok hn jo sUbweI buinAwdI FWcy ƒ nukswn phuMcwaux leI zuMmyvwr hn[

12 mwrc ƒ, bI. sI. mMqrI rOb PlYimMg ny AYlwn kIqw ik AdwlqW hux AijhIAW SrqW dI aulMGxwvW kr vwly doSIAW dIAW glqIAW hux Adwlq iv`c ksUrvwr pwey jwx vwly muzirmW ‘q Adwlq $100,000 dw zurmwnw , 18 mhIinAW q`k jyl dI szw jW dovyN szwvW dy sumyl dI szw vI suxw skdI hY[

ipCly 3 swlW iv~c, bI sI iv~c 35 qoN v~D durGtnwvW hoeIAW hn, ijnHw ‘coN izAwdwqr loAr mynlYNf iv`c, ieh durGtnwvW izAwdw aucweI vwly vpwrk vwhnW dy kwrn[ ienHW hwdisAW ‘coN jykr swry hI nhIN qW izAwdwqr, ieh hwdsy lwpRvwhI kwrn hoey hn Aqy iehnW nUM pUrI qrHW roikAw jw skdw hY[

PlYimMg ny ikhw, "ieh nvyN zurmwny swfIAW sVkW ƒ sur~iKAq r~Kxgy, lokW nUM sur`iKAq cwlk Aqy lokW nUM inrMqr inrivGn syvwvW imldIAW rihxgIAW[ ieh qbdIlIAW vpwrk tr~k frweIvrW leI ie~k sunyhw hn ik auh swfIAW sVkW 'qy swmwn Aqy syvwvW dI sur~iKAq AwvwjweI leI izMmyvwr hn, Aqy sur~iKAw pRqI iF~lw rv~eIAw brdwSq nhIN kIqw jwvygw[“

fyv Arl, BCTA dy pRDwn, nvyN s^q jurmwinAW dw suAwgq krdy hn Aqy kihMdy hn, “sUby ƒ kYrIArW ƒ jvwbdyh bxwaux dI loV hY[ kYrIArW leI s^q jurmwny lgwauxw sVk sur~iKAw dw smrQn krdw hY Aqy buinAwdI FWcy dI r~iKAw krn iv~c mdd krdw hY Aqy nqIjy vjoN sVkW 'qy hr iksy c`lx vwiLAW dI sur~iKAw ƒ vDwaux ‘c m`dd krygw["

s^q jurmwinAW qoN ielwvw, BC ƒ fMp tr~k vwhnW leI ie~k kMm krn vwly ien-

kYb cyqwvnI XMqr dI loV hovygI jo fMp bwks ƒ auTwey jwx 'qy EprytrW ƒ sucyq krdw hY[ nwl hI, vpwrk vwhnW ƒ bI sI hweIvyA 'qy 105 iklomItr pRqI GMtw qoN v~D s&r krn qoN rokx leI spIf sIimq krn vwly XMqrW dI loV hovygI[ ieh bdlwA 1 jUn qoN lwgU hoxgy[ ie~k vpwrk frweIvr, jo vYnkUvr qoN iclwvYk q~k idn iv~c 2 jW 3 vwr s&r krdw hY, ny ikhw ik auh jo dyKdw hY aus qoN auh hYrwn hY[ "mYN 25 swlW qoN tr~k clw irhw hW, Aqy hr roz, mYN hweIvyA 1 'qy tr~kW ƒ HOV lyn dI vrqoN krdy hoey, 120 iklomItr pRqI GMtw qoN v~D dI r&qwr ‘q jWdy hoey, Aqy ie~QoN q~k ik Kqrnwk FMg nwl lynW ƒ bdldy vyKdw hW["

ie~k hor fRweIvr ny ikhw ik BwvyN Aijhy moty jurmwny ie~k rukwvt ho skdy hn, pr ieh h~l nhIN ho skdw[ “swƒ nvyN frweIvrW leI ibhqr isKlweI dI loV hY[ Aqy isr& ibhqr isKlweI hI nhIN blik frweIivMg skUlW ƒ jvwbdyh bxwauxw Aqy aunHW dw Awift krvwauxw vI lwzmI krnw cwhIdw hY["

XUnweIitf tr~krz AYsosIeySn dy bulwry ggn isMG ies g~l nwl sihmq hn ik ksUr pUrI qrHW frweIvr 'qy nhIN hoxw cwhIdw[ auh kihMdw hY ik keI vwr, kYnyfw iv~c nvyN fRweIvr glq lof dy iKlwP bolx jW kMm qoN ienkwr krn qoN iJjkdy hn ikauNik auhnW dy vrk primt auhnW dy mwlkW nwl juVy huMdy hn[ isMG kihMdw hY, “ieh lgBg doDwrI qlvwr vWg hY[ aus dw kihxw hY ik jykr frweIvr ienkwr krdy hn, qW auh kMm guAw skdy hn Aqy jykr auh glq lof svIkwr krdy hn Aqy PVy jWdy hn, qW aunHW ƒ hux BwrI jurmwnw jW jylH ho skdI hY[ “kwƒn pws krnw ieMnw sOKw nhIN hY[ isr& frweIvr qoN ielwvw mwl dI sur~iKAq AwvwjweI ƒ XkInI bxwaux leI bhuq swry kwrk hn["

AqIq iv~c, srkwr duAwrw cu~ky gey aupwA AijhIAW GtnwvW ƒ rokx iv~c bhuqI sPlqw pRwpq krdy nhIN idKw rhy hn[ smW d~sygw ik kI nvyN s^q jurmwny Aqy sMBwivq jylH smyN iv~c koeI &rk pvygw[

jYg F`t

BC Gov’t Introduces Even Tougher Penalties for Truckers

Just a few months after imposing some slightly higher fines, the BC Ministry of Transportation and Infrastructure dropped the hammer down hard for truckers and trucking companies who are responsible for striking provincial infrastructure.

On March 12, the BC Minister Rob Fleming announced that courts will now be able to impose fines up to $100,000, imprisonment up to 18 months or a combination of both upon conviction for such violations.

In the past 3 years, there have been over 35 crashes in BC, mostly in the lower mainland, caused by over-height commercial vehicles. Most, if not all, of these are due to negligence and are completely preventable.

“These new penalties will keep our roads safe and keep people, good, and services moving,” said Fleming. “These changes are a message to commercial truck drivers that they are responsible for the safe transportation of goods and services on our roads, and a lax attitude toward safety will not be tolerated.”

Dave Earle, President of the BCTA, welcomes the new stiffer penalties and says, “the province needs to hold carriers accountable. Imposing stricter penalties for carriers supports road safety and helps protect infrastructure, and ultimately enhances safety for everyone on the roads.”

In addition to stricter penalties, BC will require dump truck vehicles to have a working in-cab warning device that alerts operators when the dump box is raised. Also, speed limiting devices will be required preventing commercial vehicles from traveling more than 105 km/h on BC highways. These changes will take effect on June 1st.

One commercial driver, who travels from Vancouver to Chilliwack 2 or 3 times a day, said he’s baffled by what he sees. “I’ve been driving trucks for over 25 years, and every day, I see trucks on the Highway 1 going faster than 120 km/h, using the HOV lane, and even changing lanes in dangerous manners.”

Another driver said that although such hefty fines may be a deterrent, it

may not be the solution. “We need to have better training for new drivers. And not just better training but holding driving schools accountable and have them audited.”

And United Truckers Association spokesperson, Gagan Singh, agrees that the fault should not completely rest upon the driver. He says that many times, new drivers in Canada are reluctant to speak up against improper loads or refuse work because their work permits are tied to their employers. “It’s almost like a double edged sword,” says Singh. He says that if drivers refuse, they may lose work and if they accept improper loads and get caught, they can now get hefty fines or jail. “Passing a law isn’t that simple. There are many factors in ensuring the safe transport of goods other than just the driver.”

In the past, measures taken by the government haven’t show much success in deterring such incidents. Time will tell if the new stricter fines and possible jail time will make a difference.

JAG DHATT

Volvo Financial Services appoints Heather Heggie as managing director for Canada

Volvo Financial Services (VFS) is excited to announce the appointment of Heather Heggie as the new managing director for VFS Canada. In this role, Heggie will lead VFS Canada, focusing on driving strategic business plans and fostering stronger relationships with the Volvo Group brands, dealers, and customers in the Canadian market.

"Heather's appointment underscores our commitment to strategic growth and enhanced customer relationships in Canada," said Patrick Shannon, senior vice president, VFS North America. "Her strategic vision and leadership will be instrumental in driving our business forward and delivering unparalleled service to our Canadian partners and customers.

Heather brings a wealth of experience, having served in several leadership roles within the financial services industry. She played a pivotal role in sales and marketing activities and digitalization initiatives, as well as shaping customer experience strategies.

volvo PweInYNSIAl srivisz (VFS) kYnyfw leI nvyN pRbMD inrdySk vjoN hYdr hYgI dI inXukqI dw AYlwn krn leI bhuq hI auqSwihq hY[ ies BUimkw iv~c, Hegige VFS kYnyfw dI AgvweI krngy

Aqy nwl hI rxnIqk kwrobwrI XojnwvW ƒ clwaux Aqy kYnyfIAn mwrkIt iv~c volvo gru~p dy bRWfW, fIlrW Aqy gwhkW nwl mzbUq sbMDW ƒ vDwaux 'qy iDAwn kyNdirq krnw aunHw dw muu`K audyS hovygw[

VFS nOrQ AmrIkw dy sInIAr vweIs pRYyzIfYNt pYitRk SyYnn ny ikhw,"hYdr dI inXukqI swfI rxnIqk ivkws vDwaux Aqy Awpxy gRwhkW nUM hor vI vDIAw syvwvW pRdwn krn dI swfI vcnv`Dqw ƒ drswauNdI hY", AwpxI g`l jwrI r`Kdy hey aunHW ny ikhw ik “ausdI rxnIqk idRStI Aqy AgvweI swfy kwrobwr ƒ A~gy vDwaux Aqy swfy kYnyfIAn BweIvwlW Aqy gwhkW ƒ byimswl syvw pRdwn krn iv~c mh~qvpUrn BUimkw inBweygI”[

iv~qI syvw audXog dy AMdr keI lIfriSp BUimkwvW iv~c syvw krdy hoey, hYdr kol qzrby dw BMfwr hY[ ausny ivkrI Aqy mwrkIitMg gqIivDIAW Aqy ifjItlweIzySn pihlkdmIAW dy nwlnwl gwhk AnuBv rxnIqIAW ƒ Awkwr dyx iv~c ie~k pRmu~K BUimkw inBwaux dw kMm vI bVI sPlqw nwl inBwaux ‘c Xogdwn pw cu`kI hY[

Glasvan Wins Great Dane Dealer of the Year Award

Glasvan Great Dane, headquartered in Ontario, Canada, has received Great Dane’s top award as the 2023 Dealer of the Year. The award was announced at the annual King Pin Award recognition event.

The King Pin awards recognize the best in sales and distribution at Great Dane, including Great Dane dealers in Canada, the U.S., Mexico, and Central and South America, who supply their clients with high-quality transportation solutions.

“Glasvan Great Dane’s dedication and pledge to excellence has not only

upheld the legacy of generations but also sets a new benchmark for success,” said Rob Ulsh, Vice President, Dealer and International Sales for Great Dane. “Congratulations to the awardwinning team for continuing to be a shining example of commitment and achievement in our company’s storied history.”

Great Dane also recognized Glasvan sales representative Adam Stevens with his seventh King Pin award for providing outstanding customer service. The Glasvan team includes another prominent award-winner, sales specialist Tom Pepper, who is a Lifetime King Pin

recipient with ten King Pin recognitions.

“Our Glasvan team is successfully working together to navigate a challenging and rapidly changing landscape. We love getting Great Dane trailers on the road hauling freight behind our customers’ trucks, and in turn, our customers are proud to operate Great Dane trailers. This motivates us each day to do our very best,” said George Cobham, Jr., Vice President of Sales and Marketing for Glasvan Great Dane. “We’re honored to be in the company of our peers who have won this award in recent years.”

glYsvn ny gRyt fyn fIlr

glYsvn gRyt fyn, ijs dw mu~K dPqr EntwrIE, kYnyfw iv~c hY, ƒ swl 2023 dy vDIAw fIlr hox leI gRyt fyn nUM swl dy cotI dy purskwr ‘fIlr AwP dw XIAr’ purskwr nwl snmwinq kIqw igAw[ purskwr dw AYlwn swlwnw ikMg ipMn dy purskwr jyqU dI mwnqw pihcwx smwgm iv~c kIqw igAw[

ikMg ipn Avwrf gRyt fyn 'qy ivkrI Aqy vMf iv~c sB qoN vDIAw aus kMpnI ƒ mwnqw idMdy hn, ijs iv~c kYnyfw, AmrIkw, mYksIko Aqy m~D Aqy d~KxI AmrIkw dy gRyt fyn fIlr Swml hn, jo Awpxy gwhkW ƒ au~c-guxv~qw vwly AwvwjweI h~l pRdwn krdy hn[

"glYsvn gRyt fyn dy smrpx Aqy au~qmqw pRqI vcnv`Dqw ny nw isrP

pIVHIAW qoN c`lI Aw rhI ivrwsq ƒ kwiem r~iKAw hY blik sPlqw leI ie~k nvW mwpdMf vI sQwpq kIqw hY," gRyt fyn AMqrrwStrI ivkrI dy fIlr Aqy , aup pRDwn, rOb aulS ny ikhw[ aunHw ny A`gy bolidAW ikhw, "swfI kMpnI dy mwxm`qy ieiqhwsk ipCokV dy ieiqhws iv~c vcnb~Dqw Aqy pRwpqI dI ie~k cmkdwr audwhrx bxy rihx leI purskwr jyqU tIm ƒ vDweI["

gRyt fyn ny Swndwr gwhk syvw pRdwn krn leI glYsvn ivkrI pRqIinDI AYfm stIvnz ƒ s`qvIN vwr ikMg ipMn purskwr nwl snmwn ky mwnqw dyx nwl vDweIAW vI id`qIAW[ glYsvn tIm iv~c ie~k hor pRmu~K Avwrf jyqU, sylz spYSilst tOm pypr Swml hY, jo 10 ikMg ipMn mwnqwvW pRwpq krn krky ies dy nwl hI ie~k

lweIPtweIm ikMg ipMn pRwpqkrqw vI AylwinAw igAw[

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Electric Trucks – The Future of Trucking?

With public and political pressure to reduce carbon emissions, and even some more extreme proposals to ban the use of oil and gas altogether in transportation, the trucking industry is being forced to look at converting to electric fleets. There are many questions as to whether or not this is even feasible in the near term, let alone the long term. Even if it’s not though, laws and regulations might force the hand of trucking to find a way to convert as many trucks as possible to electric in the coming years.

While there may be some benefits to converting to an electric fleet of trucks, the challenges are quite significant. In fact, the three main challenges are daunting at best:

Costs: Right now, the cost of an electric truck is almost 3 times that of a diesel truck. This means for the truck to be profitable, well, that’s just not an easy equation.

Range: The typical diesel truck can travel approximately 2000 miles from full to empty. The current electric trucks can

travel about 500 miles before a recharge is required. Those mileage estimates are in the ideal conditions too – if weather is severe the mileage of each, but predominately the electric, is lessened.

Charging Infrastructure: Currently, the vast majority of charging stations are for passenger vehicles only. For electric trucks to have any real chance of being effective beyond localized areas a massive investment will be required, and it’s unlikely a private company will step up to invest in an unproven system. Government will need to do so. And, with so many trucks crossing the borders, there will need to be international cooperation and commitment to electric trucks.

There are potential immediate benefits for shifting to an electric truck fleet though, and the primary benefit is environmental. Interestingly, there have been significant advancements in emission control over the past 20 years already – in fact, it would take 70 of todays trucks to produce the same emissions as one truck from about 20 years ago. Nonetheless, the industry still must acknowledge diesel trucks have higher emissions than an electric truck.

MICHAEL HOWE

One other item that is noteworthy is that electric trucks and vehicles do not result in zero carbon footprint. According to a January 24, 2024, US News and World Report story citing a study by the Massachusetts Institute of Technology (MIT), the creation of just one batter pack for an electric sedan can produce between 2.5 and 16 metric tons of CO2. And, that does not even include production of all other aspects of the vehicle – and a truck is much larger. The argument for why electric vehicles are better for the environment is that though the initial carbon footprint is significantly larger, over time as it is driven the impact lessens. Much of that makes for quite the political discussion.

With all that being said, the question of how easy is it for a fleet to go electric? Most would argue it’s not feasible right now due to infrastructure, cost, and lack of proven technology. Perhaps the best approach if a fleet is interested is to ease into the realm of electric trucking, unless of course politics gives a push and there is no choice.

Yokohama Breaks Ground for New $380 Million Facility in Saltillo, Mexico

Yokohama is enhancing its tire capacity for the North American market with the construction of a new plant at the Alianza Industrial Park in Saltillo, Coahuila, Mexico, the groundbreaking of which took place April 15.

Dignitaries on hand for the ceremonial event included Yokohama Rubber Company Ltd. (YRC) Chairman and CEO Masataka Yamishi; Yokohama Corporation North America (YCNA) CEO Shinichi Takimoto; and Yokohama Tire Corporation (YTC) President and CEO Jeff Barna.

Chairman Yamishi emphasized

how the new plant’s location provides strategic advantages in responding to market needs by reducing logistical delays, and improving the supply chain for passenger car and light truck tires, for North American markets.

“Without the commitment to the Yokohama brand of the best employees and the devotion to the brand of the best customers in the world, the expansion promised by this ground-breaking event would not have been made possible,” commented Diana Colosimo, Brand Development Manager for Yokohama Tire (Canada) Inc. “With the establishment of this facility we are bringing our products

closer to our customers, granting them ready accessibility to our offerings and supplying them in a timely fashion with the quality they expect.”

Also on hand for the ceremony were state and local officials Manolo Jimenez, governor of the state of Coahuila and Jose Maria Frausto Siller, the mayor of the city of Saltillo.

Construction of the $380 million US plant on the 61-hectare site will begin soon, with production expected to begin in 2027. The annual output of the plant is expected to be 5 million tires.

Tips to Prepare Your Truck for Summer

Source: www.safetydriven.ca

Summertime, and the driving is easy! Right? Well, no. Warm weather brings challenges, and you cannot be complacent. Make sure your truck is summer-ready to hit the road.

Although winter driving can be more difficult, Brad Zall, Health and Safety Advisor at SafetyDriven, notes that “it doesn’t mean there are fewer hazards in summer.” He lists more traffic, drivers distracted by a car full of excited vacationers, road construction, maintenance crews, animals on the road, and how easy it is to become less vigilant.

Zall, with 15 years’ experience as a driver, including long haul, heavy haul, and hauling fuel, describes instances such as “trucks coming down a hill or around a bend unaware of stopped traffic and unable to stop in time.” Such a hair-raising experience highlights the importance of keeping your truck in good condition and staying alert.

You keep safety in mind, take good care of your vehicle, and do all your regular inspections. As the weather heats up, it’s a good idea to give your truck an extra look. Think about what you haven’t

been thinking about all winter—the effects of heat.

These tips will help you meet the heat:

1. AIR CONDITIONER: Test it, and inspect for leaks in the hoses and strange noises from the blower motor. Have it serviced or repaired. You may save yourself an uncomfortable ride!

2. TIRES: Heat increases air pressure (about 1 psi for every 12oC/10oF) and makes rubber wear more quickly, especially if your tires are not inflated properly. Inspect your tires for wear, check tire pressure regularly and make sure it is appropriate for your load, and drive at the posted speed limits—more speed equals more friction and heat. Remember that a blowout can damage fenders, fuel tanks, bumpers, and other places depending on the tire’s location.

Be prepared for a blow-out. Reduce your speed and pull over when it’s safe. Set up emergency triangles while waiting for a repair service. Don’t drive on a blown tire; the debris is hazardous to other vehicles and can cause other tires to blow from carrying extra weight.

3. BRAKES: Brake failure is a common cause of accidents involving tractor trailers. Brake pads, bushings, linings, hoses—everything is subject to wear and affected by changing temperatures. Have a professional inspect your brakes before driving in the heat and be extra vigilant during your regular brake checks.

4. WINDSHIELD WASHEER: Summer is bug season! Smashed bugs smear windshields, reducing visibility. Carry extra windshield washer and include it in your fluid level checks at rest areas, brake checks, and/or during pre- and post-trip inspections.

5. DRIVER: Be sure you are ready for summer driving, which can cause physical issues like heat exhaustion from doing heavy work such as tarping or strapping down a load. Drink water, wear light clothing of breathable fabric, and take breaks. Symptoms of heat exhaustion/dehydration include clammy skin, heavy sweating, fatigue, nausea, dizziness/fainting, and confusion or decreased alertness. Avoid some stress by checking your BC route for delays at DriveBC.ca. Be aware of your health and remember to drive safely!

2024 Mercedes-Benz GLE 450e

As more and more people are moving towards an EV for local driving, I still believe the sweet spot is a PHEV. There can be low, or zero emissions, and no worry of range anxiety. However, with most PHEVs, the issue is mediocre electric range, with most offering only about 40 km, not enough for the average daily commute. There are a few exceptions: the RAV4 Prime gives about 74 km, the Mitsubishi Outlander about 64 km, and the Range Rover Sport with about 80 km. Well, move over because there’s a new player in the game and that’s the 2024 Mercedes-Benz GLE450e. For the week I had with the 450e, I had between 81 and 87 km per charge – that’s an average of 84 km!

The 2024 GLE 450e, especially our test vehicle, is a beauty to say the least. Wrapped in gorgeous Emerald Green paint, this SUV looks green and

sometimes black in certain light. I can say that green is not one of my favourite colours, but this was one I’d be happy to look at every day. The GLE has really grown over the years and this particular model not only looked posh, but thanks to the fat 315/40 21” rear tires, it’s muscular when viewed from the back.

Up front, the GLE 450e has restyled LED headlights and a revised front bumper. There is just the right amount of chrome highlights that accent the Emerald Green paint. It’s still very recognizable as a GLE, with the added upgrades kept to a minimum.

Step inside the GLE 450e and you’re greeted with a luxurious cabin. Soft, supple leather seats (fronts being heated and vented, while rears are heated), a high roof line, ample room up front and in the second rows, and technology all

JAG DHATT

around make this vehicle the opulent Mercedes you come to come to expect. It’s a Benz after all.

But enough of the things we all know about the GLE and let’s talk about what’s new and that is it’s a plug-in hybrid, and it is a game changer.

According to Mercedes, the 450e is rated at 77 km of electric range, coming from a 23.3 kW hour battery. Now usually, when a manufacturer rates their range, it’s usually the max possible under the best conditions; not so with the GLE 450e. In fact, I averaged 7 km ABOVE the manufacturer rating! When has anyone experienced this? Hardly ever. And for the week I had with the vehicle, I used ZERO gas. When needed, I came home and plugged the 450e into my level 2 charger, and it was fully charged in about 3 hours. And off I went again. I can

truly say that for my needs, including going to the office, running errands and taking kids to school and activities, I could do all in without using any gasoline.

What’s also impressive is that Mercedes does offer DC fast-charging. It’s an option, but one I’d gladly hand over the extra $650. According to Mercedes, DC fast-charging will juice up the 450e in about 30 minutes and up to 80% in just 20 minutes.

Once the electric range is depleted, power is supplied by Mercedes’ 2.0-liter turbocharged 4-cylinder engine. It’s not the silky smooth inline six that’s in the non-e version of the GLE; it’s a little noisier than I’d expect for a GLE, but it does get the job done. The 4-cylinder provides 248 hp and 295 lb-ft of torque which is plenty for my needs.

The drive of the GLE 450e is probably it’s best feature. Don’t let the AMG styling package fool you though because it’s just that – styling. The GLE 450e likes to cruise and that’s where it feels most at home. The ride is soft, and you won’t spill any coffee when going over rough roads. Noise level is at a minimum, especially when it’s in electric mode. The steering is light, yet accurate. It just feels perfect.

A really useful feature of the GLE 450e is its adaptive braking and regeneration. Turn on this feature and the vehicle adjusts regeneration based on information from the front camera and adaptive cruise control (cruise control doesn’t need to be on).

Some will complain that the GLE 450e doesn’t have the “sporty” feel like its closest competitor, the BMW X5 xDrive50e. In all honesty, it doesn’t; but it’s perfectly fine for me. At this point in my life, I’d rather be comfortable and feel pampered than have a more engaging drive when in a luxury SUV.

Is everything in the 2024 GLE 450e perfect? No, but the nuances are minor at best. For starters, as mentioned, some will find the vehicle non-engaging; for me, this is a non-issue. On the inside, the grab handles are good but, if they would be just slightly wider, resting your arm there would be much more comfortable. And finally, the touch buttons on the steering wheel are sensitive and at times, I found that hitting one accidentally changed settings or media functions. After a few days, this gets better but still something to mention.

The 2024 Mercedes-Benz GLE 450e ticked off all the boxes for me. Yes, I liked it that much. This vehicle starts at $90,100 which is roughly the same price as the GLE 450 4Matic gas-powered version. Our test vehicle was roughly $102,000, which is, in my opinion, quite a bargain for what you get. If your daily commute is about 80 km, and if you have a level 2 charger at home, you could start saving money on day 1 if you get the GLE 450e. For the price, this is the luxury PHEV SUV I’d want in my garage.

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dovW cYirtIAW dy pRqIinDIAW ny imf-AmrIkw tr~ikMg SoA iv~c jysn skUg, pItriblt dy jnrl mYnyjr Aqy PACCAR dy aup pRDwn Aqy r~sI rS, sIeIE rS tr~k sYNtrW qoN dwn pRwpq kIqy[

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pItriblt tr~k dI ivkrI qoN hox vwlI kmweI ƒ brwbr vMfygw, hryk cYirtI ƒ $125,000 dwn krygw[

"ieh bhuq F`ukvW hY ik ipCly mwfl 389 qoN kmweI iehnW do Xog sMsQwvW dw smrQn krygI," jysn skUg, pItriblt dy jnrl mYnyjr Aqy PACCAR aup pRDwn ny ikhw[ “AsIN soc-smJ ky TAT Aqy WAA ƒ ies dwn dy pRwpqkrqwvW vjoN cuixAw hY qW jo swfy tr~ikMg kimaUintI, Kws qOr 'qy mnu~KI qskrI dw mukwblw krn Aqy swfy ShId sYinkW dw snmwn krn leI auhnW dy XqnW ƒ PMf dyx iv~c mdd kIqI jw sky[ swƒ aunHW dy nwl KVHy hox 'qy mwx hY Aqy Awaux vwly swlW ivc auh swry mhwn kMm ƒ dyKx dI aumId krdy hn[

"rS AYNtrpRweIzz ƒ pUry AmrIkw iv~c trYiPikMg Aqy puSpwjIAW dy ivru~D tr~krW dw smrQn krn iv~c pItriblt motrz kMpnI iv~c Swml hox 'qy mwx hY,". M W. “Rusty” Rush, cyArmYn, mu~K kwrjkwrI AiDkwrI Aqy Rush Enterpirses, Inc. dy pRDwn[ “AsIN swry Awpxy smwj dy vDyry kmzor mYNbrW dI r~iKAw krn iv~c ih~sw lY skdy hW, Aqy mnu~KI kqlyAwm dy pIVqW dI irkvrI iv~c kwƒn lwgU krn iv~c shwieqw krn leI trYiPikMg dy ivru~D tr~krz dy XqnW iv~c ih~sw lY skdy hW[ qskrI Asl iv~c jIvn bcwaux vwlw kMm hY[

rS ny A~gy boldy hoey ikhw,“ies qoN ielwvw, AmrIkw Br ivc puSpWnwmw dw imSn, syvw krn vwilAW, Kws qOr 'qy aunHW lokW dw snmwn krnw, ijnHW ny swfy dyS leI AMqm kurbwnI kIqI hY, jdik AglI pIVHI ƒ swfI AwzwdI dI kdr krn leI pRyirq krnw, myry leI in~jI qOr 'qy Aqy nwl hI Axigxq rS AYNtrpRweIz dy krmcwrIAW leI mh~qvpUrn hY[ ijnHW ny hiQAwrbMd blW iv~c syvw kIqI hY jW jo POjI pirvwrW qoN AwauNdy hn, ”

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Peterbilt and Rush Truck Centers Donate $1.5M

Raised from Last Model 389 to Charity

Peterbilt Motors Company and Rush Truck Centers announced a total of $1.5M in donations to Truckers Against Trafficking (TAT) and Wreaths Across America (WAA).

Representatives from both charities received the donations from Jason Skoog, Peterbilt general manager and PACCAR vice president and Rusty Rush, CEO Rush Truck Centers at the MidAmerica Trucking Show.

The donation was equally split between TAT and WAA, each receiving a total of $750,000.

Rush Truck Center’s contribution of $625,000 for each charity resulted from a closely held auction for the last ever produced Model 389, which took place at the Peterbilt Dealer Meeting in February 2023.

Peterbilt will split equally the proceeds from the sale of the truck, donating $125,000 to each charity.

“It is very fitting that the proceeds from the last Model 389 will support these two worthy organizations,” said Jason Skoog, Peterbilt general manager and PACCAR vice president. “We thoughtfully selected TAT and WAA as the recipients of this donation to help fund their efforts in supporting our trucking community, specifically

combatting human trafficking and honoring our fallen soldiers. We are proud to stand with them and look forward to seeing all the great work they will accomplish in the years ahead.”

“Rush Enterprises is proud to join Peterbilt Motors Company in supporting Truckers Against Trafficking and Wreaths Across America,” said W.M. “Rusty” Rush, chairman, chief executive officer and president of Rush Enterprises, Inc. “We all can take part in protecting the more vulnerable members of our society, and Truckers Against Trafficking’s efforts to aid law enforcement in the recovery of victims of human trafficking is truly life-saving work.

Further, the mission of Wreaths Across America, to honor those who serve, especially those who have made the ultimate sacrifice for our country, while inspiring the next generation to value our freedoms, is important to me personally as well as to countless Rush Enterprises employees who have served in the armed forces or who come from military families,” Rush added.

The last Model 389 will be the centerpiece of a Rush Truck Centers sweepstakes running throughout 2024 to raise additional funds for a third charity, the Wounded Warrior Project (WWP).

Red Seal Skilled Trade for Truck Drivers Comes to Alberta

For the past forty odd years, I personally have been talking the red seal skilled trade concept for truck drivers to anyone who would listen to me. I’ve made presentations to provincial governments. I actually at one point had all the government decision makers in one room where red seal skilled trade for truck drivers was the only item on the agenda. There was unanimous consent in the room to advance the cause to its ultimate goal and a week later those ministerial decision makers had a cabinet shuffle and it was back to square one. That province was Ontario.

Now I know I’m not alone in my quest. Truck driving is not just a skill, it’s a high skill developed over years and years of practice. The trouble is we have one government approved licence and that license says the holder is qualified to drive whatever vehicle and load combination the company asks you to drive and to deliver it wherever you’re told to deliver it. No ifs ands or buts whether or not you truly know anything about this particular load.

That government license may give you the right to drive it but you don’t necessarily have the skill. That government license with no experience gets you paid the same as if you had thirty years of experience and specialized training. The Humboldt wreck firmly entrenched what can go wrong when inexperience and inadequate training collide.

Recently, Alberta has announced its buying into the red seal skilled trade

route for truck drivers. The thing is the long route to “getting it right” must come from the bottom up to train the top decision makers the appropriate training for entry level, for semi skilled, up to and including the master level. Even martial arts recognizes seven different skill levels. Why not truck driving? There must be a method to get skill on dry box, then can advance into other more specialized freight requirements. Hauling aggregate requires a higher skill level. Hauling logs is a skill onto its own. Even the towing industry while part of trucking is yet a different skill within the original. Hauling liquids yet another. Refrigeration another. All require much more training and skill development from the minimum entry level skill development. Hauling Hazardous Materials is another skill development required to handle all form of hazmat. Remember it’s minimum and requires a great deal of guidance, mentorship to advance the skill development, to truly outline a career path so absent in this industry.

A number of like minded professional schools owners and leaders led by Jim Campbell of Manitoba created the new group currently headquartered in Winnipeg, Manitoba.

Professional Truck Training Alliance of Canada as the spearhead of the red seal skilled trade movement. PTTAC is going to try to unite these small regional groups whose voices are being ignored especially when it comes to putting the safest most

skilled driver out there that’s possible for the level of involvement they will have on the road.

In a short period of time board of directors who are not school owners or management include representatives from the Private Motor Truck Council of Canada (PMTC), the Trucking Human Resource Sector Council of Atlantic Canada (THRSC Atlantic Canada) and Women Building Futures (WBF). They have also recruited longtime industry training veteran Kim Richardson as their Senior Advisor to assist in their success.

They have strong mandate, and key objectives which can be found at www. pttac.ca.

Alberta is now listening to PTTAC and some others. Alberta wants to get it right because no doubt this will be the model for nine other provinces and three territories. The Federal government must also come onside.

We need a safe efficient industry where stifling policies have allowed carnage on the roads. Rigid policy begats rigidity. The top down has made this mess now try allowing the bottom up show how to make trucking safer. We at the bottom do the job, we at the bottom have the knowledge, we at the bottom have skill, we at the bottom have ability for mentorship. We at the bottom know the business much better than the suits at the top. It’s time to listen to us.

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