Desi Trucking - November December 2022 (National Edition)

WE AREN’T OUT OF THE WOODS JUST YET

an you believe that 2022 is almost at its end? And wow, it has been quite the year. Early in 2022, Canadians began to see most pandemic-related restrictions lifted. While most enjoyed the freedoms we took for granted, there were some who found returning to the “norm” to be more difficult than expected; for those who experienced this, remember there is assistance out there, so use it.

Recently, Canadians have found that increasing prices, taxes, and interest rates have had a huge impact on daily lives. In fact, a recent census showed that many Canadians are now dealing with different stresses than the pandemic; from changing eating habits to making fewer trips in their vehicles, pockets are feeling rather shallow for many.

The transport industry has had its fair share of issues as well. Ray Gompf

looks at the major issues in trucking for the past year; proper training (or lack of) and the truckers’ convoy are just two of the issues he discusses. Mr. Gompf also looks at what to expect in 2023. If you are wanting to see how to make your fleet greener, Mike Howe shares his insights on what you should be doing. And with government incentives, now might be the right time to become more green.

And as usual, there is lots more in this issue of Desi Trucking Magazine, so read every page. As this year comes to a close, it’s safe to say we’ve come a long way from three years ago; but we aren’t out of the woods just yet.

You can find all these, and many many more stories on our website at www. desitrucking.com.

From all of us at JGK Media Inc., we wish you and yours a peaceful and happy Holiday Season and nothing but the best for 2023.

Ajy vI AsIN Kqry qoN bwhr nhIN

qusIN ivSvws kr skdy ho ik 2022 lgBg Awpxy AMq 'qy hY? ieh kw&I vDIAw swl irhw hY[ 2022 dy SurU iv~c, kYnyfIAnW ny mhWmwrI nwl sbMiDq izAwdwqr pwbMdIAW ƒ htwauxw SurU kr id~qw sI[ hwlWik izAwdwqr aunHW AwzwdIAW dw AwnMd mwxdy sn, ijnHW ƒ AsIN mMn ilAw sI, pr kuJ Aijhy vI sn ijnHW ƒ "Awm" v~l prqxw aumId nwloN izAwdw AOKw l~gdw sI[ ijnHW lokW ƒ iesdw qzrbw hoieAw; auhnW vwsqy EQy shwieqw auplbD hY , ies krky iesdI vrqoN kro[ ip~Cy ijhy, kYnyfIAnW ny ieh mihsUs kIqw ik kImqW, tYksW, Aqy ivAwz drW iv~c vwDy dw rozwnw jIvn 'qy bhuq v~fw Asr ipAw hY[ Asl iv~c, ie~k hwlIAw srvy ny idKwieAw ik bhuq swry kYnyfIAn hux mhWmwrI nwloN v`K v`K qxwvW nwl nij~T rhy hn; KwxpIx dIAW AwdqW ƒ bdlx qoN lYky AwpxIAW g~fIAW iv~c mukwblqn G~t XwqrwvW krn q~k, bhuq swry lokW vwsqy jybW KwLI mihsUs ho rhIAW hn[ tRWsport audXog dy mu~idAW dw vI ies dOrwn shI ih~sw irhw hY[ ry gONP ipCly swl qoN tr~ikMg dy mu~K mu~idAW ƒ vyKdw hY; auicq

isKlweI (jW iesdI kmI) Aqy tr~krW dw kwPlw auhnW mu~idAW iv~coN kyvl do hn ijnHW bwry auh ivcwr-vtWdrw krdw hY[ gONP ieh vI vwc rhy hn ik 2023 iv~c kI aumId krnI hY[ jy qusIN ieh dyKxw cwhuMdy ho ik quhwfy g~fIsmUh ƒ ikvyN DUMAW rihq bxwauxw hY, qW mweIk hOA ies bwry AwpxIAW idl dIAW g`lW sWJIAW krdw hY qy d`sdw hY ik quhwƒ kI krnw cwhIdw hY[ Aqy srkwrI h`lwSyrI dy nwl, hux vDyry DUMAW rihq vwqwvrx bxwaux dw shI smW ho skdw hY[ Aqy hmySw dI qrHW, dysI tr~ikMg mYgzIn dy ies AMk iv~c hor vI bhuq kuJ hY, ies leI hr pMny ƒ pVHo[ ijvyN ijvyN ieh swl nyVy Aw irhw hY, ieh kihxw TIk hY ik AsIN iqMn swl pihlW qoN bhuq dUr Aw gey hW; pr AsIN muSikl dy smyN qoN bwhr nhIN inkly[ qusIN ieh swrIAW, Aqy bhuq swrIAW hor khwxIAW swfI vY~bsweIt www.deistrucikng.com 'qy dyK skdy ho[ JGK Meida Inc. v`loN AsIN quhwnUM sB nUM ie~k SWqmeI Aqy KuShwl Cu~tIAW dI ru~q dIAW SuB kwmnwvW idMdy hW Aqy 2023 vwsqy quhwfy leI sB qoN vDIAw qoN ibnw hor iksy g`l dI dI Aws nhIN krdy[

Publisher

JGK Media Inc. 1-877-598-3374 (Desi)

Advertising & Sales

Jag Dhatt (National / Western Canada) Stephen Alford (Eastern Canada)

Art Director Ranjit Singh IT Manager Ranj Bhamra Cover Design Ranjit Singh

Cover Photo Credit Anadolu Agency / Contributor

Contributing Writers

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

Translator Tirath S. Khabra

JAG DHATT

Corporate VP, Marketing

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Jag Dhatt

Editor-In-Chief

The Main Headlines of 2022 What to Expect in 2023

G. RAY GOMPF, CD

The year 2022 was a different period of time for sure; a year that has no equal going back more than one hundred years. Some have lived through the past century, but most of us have to rely on books and the Internet for information. We’re still suffering through the Covid-19 pandemic and even today, there is a definite and defined division between those who comply with government orders and those who choose to ask pertinent questions. There was initially close to 90% of our population that complied and were vaccinated and wore masks because they were told it would provide safety against the virus. But as time went on and the demands of government continued unabated, even those compliant souls chose defiance over compliance when the fearmongering numbers didn’t prove to be based on reality. Then the population discovering that fearmongering was for the sake of fearmongering, not to protect the vulnerable from the virus. There were large numbers of protests in January and February where the government used massive powers to quell the protestations of citizens. As of October 13, 2022, an investigative commission is conducting a hearing, and it will continue for the next six weeks. The purpose is supposedly to find out if the government was wrong in authorizing these massive powers. This commission will report its findings next February and make recommendations so future use of

the Emergency Act against protests are handled more humanely.

Basically, it was a year when 35% of the people thought the government could do no wrong and the other 65% were called misogynistic racists for not agreeing with the other 35%.

It was a year that divided Canadians more than any other period of time since confederation. At a time when unity should be a necessity, we have been sadly divided seemingly by those who could profit from division.

Toward the end of 2022, those contentious government mandates were removed; but in order to keep the fear in place and visibly see those compliant souls, the mandates went from mandatory to optional. The President of the United States declared the pandemic over, yet a few days later came back onside with the virus is still dangerous. Our Prime Minister didn’t let up on the pandemic being dangerous. The next big issue, affecting the trucking industry, is the dramatic increase in the costs of fuel. Not only the rising costs of fuel, but the disparity from region to region within the country. British Columbia with arguably the highest fuel costs of all provinces suffers greatly from such high costs. With yet another tax eminently pending on oil and gas-based fuels, it’s about to get even more expensive for a country that has maintained a good balance of trade worldwide. My own home heating energy cost has already doubled basically due

the excessive green taxes applied. My oil bill for this particular fill up is just over $1,000.00 of which about $400.00 is tax. Ironically, I got my green tax rebate that allegedly pays me more than I spend on the tax. That rebate was just under $80.00. Not exactly as stated by the government. Alternate fuels in transportation have taken on a whole new urgency. It seems there are two potential fuels that will be dominant in the future — battery stored electricity and hydrogen. Each of these sources will present challenges that must be overcome.

The other concern is, will these new propellant derivatives prove to be any more environmentally friendly that the current oil and gas alternatives we now use? Will energy ever be totally environmentally safe? Will all aspects of the energy industry be ethical, in that today child slavery is rampant in the extraction of rare elements used in the battery storage electricity method. Just because we can use a specific motive method in transportation does it mean we should? I pray the many questions are answered before any safer method proves to be not as advertised.

2022 proved be another challenging year, but it’s also encouraging to see that we have now moved past the pandemic. Things have almost gone back to normal, but not quite. Equipment shortage and parts are still not as readily available as they were before. Hopefully, these issues will also be dealt with sooner than later.

2022 dIAW mu`K surKIAW sw

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tYks

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Aglw v~fw mu~dw, jo tr~ikMg audXog ƒ pRBwivq kr irhw hY, auh hY eINDn dIAW lwgqW iv~c frwmeI vwDw[ nw kyvl eINDn dIAW vDdIAW lwgqW, sgoN dyS dy AMdr ie~k Kyqr qoN dUjy Kyqr q~k Asmwnqw[ ibRitS kolMbIAw, ijs iv~c swry pRWqW dy sB qoN v~D eINDn dy ^rcy hn, ieh sUbw AijhIAW au~cIAW lwgqW qoN bhuq izAwdw pIVq hY[ qyl Aqy gYs ADwrq eINDxW 'qy iek hor tYks bkwieAw hox dy nwl, ieh aus dyS leI hor vI mihMgw hox vwlw hY ijs ny dunIAw Br ivc vpwr dw cMgw sMquln bxweI r~iKAw hY[ myry Awpxy Gr dI hIitMg aUrjw dI lwgq jo pihlW hI bhuq izAwdw hY grIn tYksW dy lwgU hox kwrn mUl rUp iv~c du~gxI ho geI hY[ ies ivSyS iP~l A~p vwsqy myrw qyl dw ib~l $1,000.00 qoN QoVHw ijhw v~D hY ijs iv~coN lgBg $400.00 tYks hY[ ivfMbnw ieh hY ik mYƒ AwpxI gRIn tYks Cot imlI hY jo kiQq qOr 'qy mYƒ tYks 'qy Krc kIqy jwx qoN v~D Bugqwn krdI hY[ ieh Cot $80.00 qoN QoVHI ijhI G~t sI[ pr ieh iblkul vI au`nI nhIN ijMnI srkwr ny ikhw sI[ AwvwjweI iv~c ivklpk bwlxW ny ie~k iblkul nvW moV lY ilAw hY[ Aijhw lgdw hY ik ie~Qy do sMBwvI bwlx hn jo Biv~K iv~c pRmu~K hoxgy - bYtrI stor kIqI ibjlI Aqy hweIfrojn[ iehnW iv~coN hryk sroq cuxOqIAW pyS krygw, ijnHW ƒ dUr krnw lwzmI hY[ dUjI icMqw ieh hY ik kI ieh nvyN pRopYlYNt fYrIvyitvz vwqwvrx dy AnukUl swbq hoxgy jo ik mOjUdw qyl Aqy gYs ivklpW dI vrqoN AsIN hux krdy hW? kI aUrjw kdy vI vwqwvrx leI pUrI qrHW sur~iKAq hovygI? kI aUrjw audXog dy swry pihlU nYiqk hoxgy, ijs iv~c A~j bYtrI storyj ibjlI ivDI iv~c vrqy jWdy durl~B q~qW ƒ k~Fx iv~c b~icAW dI gulwmI bhuq izAwdw hY[ isrP ies leI ik AsIN AwvwjweI iv`c ie`k ivSyS mnorQ ivDI dI vrqoN kr skdy hW, kI iesdw mqlb ieh hY ik swƒ ies qrHW krnw cwhIdw hY? mYN duAw krdw hW ik koeI vI sur~iKAq qrIkw swbq hox qoN pihlW bhuq swry svwlW dy jvwb id~qy jwx[ 2022 ie~k hor cuxOqIpUrn swl swbq hoieAw, pr ieh dyKxw vI hOslw vDwaux vwlw hY ik AsIN hux mhWmwrI qoN A~gy vD gey hW[ cIzW l`gB`g Awm vWg ho geIAW hn, pr pUrI qrHW nhIN[ swzo-swmwn dI kmI Aqy purzy Ajy vI EnI AwswnI nwl auplbD nhIN hn ijMny auh pihlW sn[ aumId hY, iehnW mu~idAW nwl vI jldI qoN jldI inpitAw jw skygw[

Daimler Testing Fuel Cell Truck with Liquid Hydrogen

JAG DHATT

aimler Truck, over the summer, started trials of a fuel-cell electric truck fueled by liquid hydrogen in order to determine how the fuel compares to gaseous hydrogen.

The prototype truck is based on the first ‘GenH2’ truck tested last year, which used gaseous hydrogen. The new vehicle is refueled at a prototype filling station installed by Air Liquide. Cryogenic liquid hydrogen at minus 253 degrees Celsius fills up two 40 kg tanks mounted on either side of the chassis. The tanks are insulated well enough to negate the need for active cooling for “a sufficiently long time,” according to Daimler Truck.

Because of the higher energy density than gaseous hydrogen, liquid hydrogen can be stored in smaller and lighter tanks, providing more cargo space and payload. Moreover, liquid hydrogen can be stored in greater quantities, increasing the vehicle’s range. Daimler Truck’s aim is to produce a fuel-cell truck capable of traveling beyond 1,000 km before refueling.

Hydrogen

qrl hweIfrojn dy nwl fYmlr tYsitMg

iPaUl sY~l tr~k hweIfRojn

mlr tr~k ny, grmIAW iv~c, qrl hweIfRojn duAwrw eINDn vwly ie~k eINDn-sY~l ielYkitRk tr~k dI prK SurU kIqI hY qW jo ieh pqw lwieAw jw sky ik ieh eINDn (iPaUl) gYsI hweIfRojn dI qulnw iv~c ikvyN hY[ pRototweIp tr~k ipCly swl tYst kIqy gey pihly 'GenH2' tr~k 'qy ADwrq hY, ijs iv~c gYsI hweIfRojn dI vrqoN kIqI geI sI[ nvIN g~fI ƒ eyAr ilkivf duAwrw sQwpq pRototweIp iPilMg stySn 'qy muV eINDn BirAw igAw hY[ mweIns 253 ifgrI sYlsIAs 'qy kRwieEjYink qrl hweIfrojn cYiss dy dovyN pwsy lgwey gey 40 iklogRwm dy do tYNkW ƒ Br idMdw hY[ fYmlr tr~k vwiLAW Anuswr, tYNkW ƒ eynI ku cMgI qrHW ieMsUlyt kIqw jWdw hY ik auh "kwPI lMby smyN" vwsqy srgrm TMFw krn dI loV ƒ nkwr skx[ gYsI hweIfRojn nwloN vDyry aUrjw Gxqw dy kwrn, qrl hweIfrojn ƒ Coty Aqy hlky tYNkW iv~c stor kIqw jw skdw hY, ijs nwl vDyry kwrgo spys Aqy pylof imldw hY[ ies qoN ielwvw, qrl hweIfrojn ƒ vDyry mwqrw iv~c stor kIqw jw skdw hY, ijs nwl vwhn dI ryNj iv~c vwDw huMdw hY[ fYmlr tr~k dw audyS eINDn Brn qoN pihlW 1,000 iklomItr qoN A~gy dI Xwqrw krn dy smr~Q iPaUl-sY~l tr~k dw auqpwdn krnw hY[

Ocean Trailer’s New Mission Branch Grand Opening

Ocean Trailer, Western Canada’s premier trailer specialist, officially opened its newest location in Mission, BC in October of this year. As with all their other locations, this is full-service facility, including sales, service, parts and even rentals.

Featuring 10 service bays, the new location’s fully certified technicians are ready to service recently purchased or used trailers; everything from small repairs to major rebuilds is not a problem for the Ocean Trailer team. There is even a mobile technician who is able to make repairs when bringing the trailer to the dealership isn’t feasible.

A fully stocked parts department ensures that your trailer is repaired quickly and efficiently. Ocean Trailer ensures that if your trailer needs parts, they are going to have them.

And of course, the sales team is available to help you decide the best trailer(s) for your needs.

Having been in business for over 40 years, Ocean Trailer has become Western Canada’s most trusted trailer specialist. The Keay family maintains that it’s the over 240 employees who are the backbone of the company, as they believe in the philosophy of the Ocean Trailer Mission.

For all your trailer needs, visit Ocean Trailer

How to have a greener fleet. What can you do?

MICHAEL HOWE

The trucking industry is not deaf when it comes to the need to become more environmentally friendly. The fact of the matter is that there have been significant strides in becoming a greener industry, and most in the industry acknowledge more can be done. The challenge is making adjustments that are cost effective so as to not place undue burdens on the drivers, the carriers, and the customers. Having said that, what progress has been made and what else can be done to have a greener fleet and industry?

The Canadian Trucking Alliance (CTA) is an advocate for a cleaner trucking industry and highlights a number of the successes thus far on its website (https://cantruck.ca). The CTA notes since 2010, “truck engines have virtually eliminated particulate matter and smogcreating emissions (NOx) from engines.” Additionally, Canadian trucking companies operate the most leading edge environmental equipment compared to other freight transportation sectors. Certainly, as technology improves, so will the environmental equipment used in trucking.

CTA also points out that the trucking industry has adopted a wide variety of green fuel efficiency technologies. These include aerodynamic trailer side skirts and boat-tails, auxiliary power unites to reduce idling, and low rolling-resistance tires. As fuel efficiency increases, the expenses to trucking companies decrease and Green House Gas (GHG) emissions also are reduced. Practical measures and initiatives to increase fuel efficiency are therefore supported by CTA. “Fuel efficiency is a paramount bottom-line, competitiveness issue,” states CTA.

The American Trucking Association (ATA) also supports what amounts to a greener trucking industry. It’s website (www.trucking.org) notes several accomplishments and policy goals along toward achieving that goal. “With more

than 300 billion miles traveled each year, the trucking industry leads on vehicle emission reductions and environmental sustainability. Over the last three decades, emissions from new trucks have been reduced by more than 98%. It would take 60 of today’s trucks to generate the same level of NOx and soot emissions coming from a single truck back in 1988,” states ATA.

ATA also says that the trucking industry has virtually phased-out harmful sulfur in the diesel fuel, practically eliminated sulfur oxide emissions, and significantly reduced fine particulate matter from trucks. The policies ATA is committed to for a greener industry are those that improve the emissions profile, are technology-neutral, do not significantly increase vehicle maintenance, are thoroughly tested, and are affordable to all segments of the industry.

With trucking industry associations being leading advocates for a more environmentally friendly industry on both sides of the border, what can the individual trucking company do to have a greener fleet. The most obvious answer is to be engaged with the local and national industry associations and help promote reasonable policies. More immediate and impactful solutions for a greener fleet are varied. Carriers can encourage drivers to:

• Plan Routes – Always take the shortest route and avoid wrong turns. Avoid high traffic times. Both of these will save fuel.

• Avoid idling whenever possible. Fuel in the morning – fuel expands in the heat, so fuel when it is cooler.

• Go paperless.

• Recycle – every driver is able to recycle, so why not do it. Keep the roadways, rest stops, and truck stops clean.

• Perform routine maintenance on the truck, such as oil changes, air filter changes, correct tire pressure, etc… Did you know that keeping your engine air filter clean can improve fuel efficiency by up to 10 percent?

Having a greener fleet isn’t entirely up to the driver though; the carrier needs to commit to this as well. That means including this topic in regular a regular onboarding and training program, as well as during regular meetings. It also means making investments in the technologies mentioned above: aerodynamic trailer side skirts and boat-tails, auxiliary power unites to reduce idling, and low rollingresistance tires, just to name a few. These are technologies any trucking company could adopt to help create a greener fleet. Great strides have been made by the trucking industry to become more environmentally friendly, and the industry is committed to doing even more in a practical and reasonable manner.

Their Loss is Your Gain

have spoken to many frustrated drivers and a lot of young people saying they can’t afford to buy anything. Truckers can’t get a truck or trailer due to long waits, high demand and high prices. The young people say they will never be able to afford a home or car and maybe want to move where it’s cheaper housing. When interest rates are up, that’s the time some people can no longer afford what they have. When that happens, there may be opportunities to help someone out of a financial jam and find yourself in a great position.

With inflation so high and increased interest rates affordability has gone down significantly. Those who live pay cheque to pay cheque are now facing increases they cannot afford to pay. From gas to food, to variable rate mortgages, costs have gone up. If you have a variable rate mortgage, I suggest you lock it in now for a long term like 5 years. Locking it will hold your payment steady. If you do not lock it in, you might end up paying more and more. I know some whose payments have risen $800/m already. If the rate is not locked in, you could end up paying a lot more in the future and get

to the point where you cannot afford to make the payment. So act now, not later or you might lose your home. What do you do when you cannot afford a mortgage payment? My suggestion is to sell the property or transfer the mortgage to see if someone can assume it. This opens an opportunity for those who may not have qualified for the mortgage or been able to afford it in the past, to have access to home ownership. Assuming a mortgage allows the buyer to take over the mortgage and bail the original owner out of a bad situation. If the mortgage continues with the original owner and they cannot afford it, they can lose it due to foreclosure. So, this creates the opportunity for someone who may have thought home ownership was out of reach to take over the payments and a way out for the original owner.

A few months ago, in BC where I am from, there were very little opportunities to buy properties due to lack of inventory. But now there is an abundance of property. A few months ago, there were bidding frenzies which drove prices up. Now that the market has settled and interest rates are higher, the market has been flooded with properties. The prices

PASH BRAR

are much lower, and the buyer can pick and choose with little threat of bidding. This is an opportunity for those who could not afford to buy before. Now a low bid may be accepted if someone wants out of a property quickly. This is a buyer’s market. Someone who can no longer afford their home, may be able to accommodate a low price just to keep their credit intact.

With trucking, there has been a significant decrease in business throughout North America. Trucking loads are hard to find, and many are struggling. Many newer companies are closing due to lack of long-term contracts and relationships that need to be developed over many years. For someone wanting to open their own firm, they may be able to buy a struggling firm for cheap. Everything is set up and all the leg work is done, so buying an existing trucking company for cheap, may be a good opportunity for those wanting to start a company.

With equipment, trucks and trailers are backed up; some for years. But with trucking firms closing and lack of loads, some may decline picking up equipment that was on order. Generally, you will not get a below cost deal; you will pay market value from the dealership. But the ability to buy now when there is a several years wait, is a great opportunity. Paying years of rent versus buying now will save many thousands of dollars. So, I recommend establishing a good relationship now with your local dealerships and check frequently for any cancelled orders. Take advantage of the cancelled orders.

Many believe that when the economy is in a downturn, there are no chances for gain. I beg to differ. An economic downturn is full of opportunities for those who recognise and seek them out. While others are in a downturn, that is your queue to bail them out, and get yourself an opportunity that may otherwise have not been available to you. Don’t see a recession as a bad thing, think of it as a money-making opportunity.

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MESILLA

Las Cruces, New Mexico – May 15, 2019 – MVT Solutions, a provider of breakthrough fuel economy testing and design and de velopment services for the trucking industry, today announced that its evaluation of the Ex-Guard LT series grille guards, manufactured by Ex-Guard Industries, provides front end damage protection to trucks which have little to no negative impact on the trucks overall fuel efficiency.

“Our testing found the Ex-Guard LT-325 grille guard had no discernable effect on fuel economy while the LT-350 had only a small negative impact of -0.51%, which is a smaller impact than the tractor’s side mirrors,” stated Daryl Bear, lead engineer & COO at MVT Solutions.

“The results are what we expected based on feedback from fleets that already use our product, but we asked MVT Solutions to quantify the fuel consumption impact of our grille guards in an attempt to complete ly alleviate any concerns about MPG loss with our guards,” Dennis Geipel, a representative from Ex-Guard added. “We chose MVT Solu tions for these trials because of their reputation in fuel economy testing and wanted to eliminate any questionable variables that might have remained. These verified results will now allow fleets to make a well-in formed decision about adding Ex-Guard grille guards based on their ability to prevent costly front-end damage.”

The certified testing by MVT Solutions was developed from race car engineering and advanced vehicle test methods using sensors and recording systems that collect data on fuel consumption, aerody namics, rolling resistance, driver behavior and other variables that affect fuel consumption. The data is analyzed using MVTS propri etary methods.

For the Ex-Guard evaluations, two test vehicles ran simultaneously at 65 MPH on a 9-mile circle track. The 2019 International LT mod els were specified with Cummins X15 engines and Eaton 10-speed

automated manual transmissions. The tractors pulled 53-ft Hyundai dry vans equipped with Michelin Energy Guard aerodynamic sys tems, and both tractors and trailers were fitted with single widebase tires.

“Typically, interfering with the airflow on a vehicle can impact fuel economy significantly,” said Daryl Bear. “However, Ex-Guard prod ucts minimize their affect on aerodynamic drag because they are mounted several inches away from the front of the vehicle and are designed with round tubing, allowing air to continue flowing. Ex-Guard grille guards are not a fuel saving product, but our testing should provide fleets with the confidence to consider their use based on maintenance and operational costs as opposed to fuel economy losses.”

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

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krn nwl kI Prk pvygw?

2022 Aqy Axigxq kwPilAW dy dOrwn, tr~ikMg audXog, shI jW glq, ies dy Aks ƒ bhuq nukswn phuMicAw[ aumId hY, 2023 aus ic~qr dy kuJ ih~sy ƒ muV pRwpq krn Aqy ies ƒ ibhqr bxwaux iv~c mdd krygw[ tr~ikMg ƒ lwl sIl vpwr dw drjw bxn leI ies pYryfwiem iSPt ƒ bxwauxw aus sPlqw iv~c mdd krygw jo Coty-Coty tvIks ny pRwpq nhIN kIqI hY[ mwhr swfy iv~coN auh hn ijnHW ny pYdl c~lky AwpxI mwhr dw drjw pRwpq krn leI mIlW dI Xwqrw kIqI hY[ AsIN mwhr hW pr swfy kol ifgrI pRwpq krn vwlI is~iKAw nhIN hY; AsIN is~Kx dw AnuBv kIqw hY[ hwlWik tr~kr dI is~iKAw dw p~Dr Awm jnqw nwloN ikqy izAwdw au~cw huMdw hY[ pr bhuq swry lok ies qrHW nhIN socdy Aqy tr~ikMg ƒ ie~k G~t hunr dy kMm vjoN dyKdy hn, jo ik iblkul vI nhIN hY[ ijvyN ik ies lwl mohr dy hunrmMd vpwr dy ruqby 'qy ivcwr kIqw jw irhw hY, swfy iv~coN ijhVy lok Awpxy vpwr ƒ is~Kx dw dhwikAW dw qjrbw r~Kdy hn, aunHW ƒ XojnwbMdI iv~c suixAw jwxw cwhIdw hY[ AwE aumId krdy hW ik 2023 ies vwr tr~ikMg audXog ƒ smu~cy qOr 'qy ibhqr bxwaux leI qbdIlI dw ie~k hor swl bx jwvygw[

What to Look Forward to in 2023

G. RAY GOMPF, CD

The year 2023 could become the transition year for many in the trucking industry.

MELT is proving to be the nothing burger that is failing miserably, as many of us knew would be the case. It was a great baby step forward but then nobody took the next step. That next step has to be making truck driving a red seal skilled trade. Truck driving is a multifaceted trade. There are different skills required for hauling general freight in a dry box; hauling logs out of the bush presents a whole different set of challenges; and there’s tanker operations requiring yet a different set of skills. Reefers are different again. Then there’s flat bedding with its unique load security issues. None of the various types of trucking can afford to have drivers unskilled in what they do. MELT was, and is, minimal basic entry level training designed to have truck driving schools all teaching an agreed upon curriculum. MELT is minimum. Now, could the carriers, industry wide, ensure the secondary and tertiary skill development beyond minimum? Some do, most don’t.

Maybe 2023 will become the paradigm shift needed to have skills development a prime mover in driver recruitment and be certain skills development is the part of the industry that finally improves safety at all levels. Recruiting will continue to be a problem. Recruiting is bringing new people into the industry and not raiding competing carriers work force. Women continue to be brought into the ranks but not enough yet. We’ve seen that the number of women entering the trucking

sector is growing; this is encouraging to see. Career changers are a large part of recruiting but there must be more innovative efforts applied to training more people to meet the demands.

Taxes and higher costs will continue to plague trucking until our government realizes the oil and gas isn’t the Earth killer and allow us to use, if even on an interim level, the massive proven resources we have within our country. What difference would it be to use our own oil instead of spending billions for Middle East oil?

During 2022 and the myriad of convoys, the trucking industry, rightly or wrongly, suffered a great deal of damage to its image. Hopefully, 2023 will help recover some of that image and improve it. Making this paradigm shift to have

trucking become a red seal trade status will help be the success minor tweaks haven’t achieved.

The experts are those of us that have walked the walk and driven the miles to earn our expert status. We are experts but don’t have the degreed learning; we have experienced learning. Although the trucker’s education level is oft times higher than that of the general public, many don’t think that way and see trucking as a low skill job, which it isn’t at all. As this red seal skilled trade status is being considered, those of us with decades of experience learning our trade must be heard in the planning.

Let’s hope that 2023 will become another year of change, but this time to make the trucking industry better overall.

quhwfy PlIt

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dyK Bwl vI ausy qrHW hI kro ijvyN ik qusIN Awpxy tr`k dI krdy ho[ AwKrI cIz hY qusIN aus lof nUM dyrI nwl phuMcwaNdyy ho jo ik quhwfy tRylr ‘c KrwbI pYx nwL hoeI sI jy qusIN vyly isr ies nUM cY`k kr ilAw huMdw, ijs nUM ik qusIN bhuq hI sOKy FMg nwl TIk kr skdy sI qW iS`pmYNt shI smyN qy phuMc skdI sI[ies leI ijvyN-ijvyN mOsm bdldy hn, Aqy ijvyN qusIN tr`k dI inXmq sWB sMBwl krdy ho, kwrgo - Aqy quhwfI AwmdnI - ƒ lgwqwr cldI r~Kx leI auprokq AweItmW dI jWc krnw XkInI bxwE[

Together Towards zero

jwbI BweIcwry v~loN mYƒ ies mIfIAw eIvYNt iv~c Swiml hox dw mOkw imilAw, ijQy AsIN volvo trRks dy au~c AiDkwrIAW nwl g~lbwq kIqI AwE quhwƒ ies tr~k bwry hor jwxkwrI dyieXY[ sB qUM pihlW jy inside kYb dI g~l krIey qW ies ƒ AMdroN bhuq G~t change kIqw igAw hY qW ik fRwievrW ƒ similar PIilMg imly, ies dI Windshield v~fI hox krky ivisibiltI bhuq vDIAw hY[ bhuq swry syPtI features ƒ fIjl pRofkts qON ies tr~k au~qy as i s iSPt kr id~qw igAw hY g~l krIey cwrijMg dI : ies dI cwrijMg port ie~k bhuq hI convenient lokySn, jo ik iblkul frweIvr AYNtrI for dy Q~ly hY[ suBwivk hI hY ik jdoN ielykitRk tr~kW dI g~l krdy hW qW auhnW ƒ cwrj krnw iek v~fI cuxOqI hY[ volvo muqwibk 150kw vwly cwrjr nwl 1 GMty ivc Aqy 75 kw vwly cwrjr nwl 2-7 GMitAW ivc tr~k ƒ cwrj kIqw jw skdw hY[ ieQy hI b~s nhIN, hux qW 350 kw vwly cwrigMg stySnW dI vI g~l ho rhI hY[

ies tr~k dy ku~l pMj mofl hn:

- 4x2 Straight Truck: Range : upto 280 KM

- 6x4 Straight Truck: Range : upto 280 KM

- VNR Electric 4x2 Tractor: Range : upto 280 KM

- VNR Electric 6x2 Tractor: Range : upto 440 KM

- VNR Electric 6x4 Tractor: Range : upto 440 KM iehnW swry mwfls iv`c Two-speed I-Shift Automated trWsimSn hY Aqy volvo ielyik†Rk frweIvlweIn hY ies dI frweIvtRyn 4,051 lb/ft dy nwl 455 hOrs pwvr dI hY jo ik ies ƒ jldI stwrt krn Aqy ijAwdw irsponisv r~Kx ivc shweI huMdI hY volvo v~loN ies transition ƒ sOKw r~Kx leI kuJ solutions id~qy gey hn, ijnHW iv~coN 2 pRmu~K hn :

- Electromobility Ecosystem: ies iv~c cwrijMg stySn set -up Aqy auhnW dI irpyAr muK hn

- VFS Gold Contract: ies iv~c, Fully Supported with remote diagonstics, Covers Entire Truck almost, Locks in Parts and Labor Costs, Service at all Volvo EV Certified Locations, Flexible

payment options.

kul imlw ky norQ AmrIkw ivc volvo dy 18 EV certified fIlr hn Aqy 55 jld Aw rhy hn ijhnW ivcoN 2 kæuiebk ivc hn. BC Aqy ON ivc jld hI Ku~lx jw rhy hn

In Conclusion Volvo ny fIjl qON ielYkitRk tr~k dI ies transition ƒ bhuq hI easy Aqy simple r~Kx dI koiSS kIqI hY[ ies mIifAw ievyMt au~qy mYƒ vI ies tr~k ƒ clwx dw mOkw imilAw[ AMdr bYTdy swr hI sIt sY~t krn qON lY ky stwrt krn q~k swrw kuJ bhuq hI Awswn Aqy AwDuink sI[ volvo v~lo tYst fRweIv vwsqy, auqrweI Aqy cVHweI ƒ mu~K r~K ky ie~k Swndwr tRYk bxwieAw igAw sI , tr~k dI AwtomYitk gyAr iSPitMg bhuq smUQ hox dy nwl qiuet vI sI. s~jy h~Q nwl fRweIivMg mof bdldy hoey ieM\ pRqIq ho irhw sI , ijvyN ie~k tr~k nhIN blkY kwr clw rhy hoeIey[ s~c iek hor g~l, hYrwnI dI h~d nw rhI jdoN pqw l~gw ik ip~Cy 53 Pu~tw tRylr vI Pu~lI loff sI.

trYk dy 2 rwauNf lw ky pwrk krn qON bwAd ievyN pRqIq hoieAw ik AsIN vwky hI AsIN ev Xu~g v~l qyzI nwl v~D rhy hW[

VNR Electric truck, jo kI volvo dw pihlw zIro iemimSn bYtrI ielykitRk tr`k hY Aqy ies ƒ Dublin, Virginia iv`c AkqUbr dy mhIny lONc kIqw igAw

imSIgn, eIvI cwrijMg leI AMfrgrwauNf kuAwielW nwl sVkW dI jWc krygw

tr`ikMg stwP

im

SIgn Aqy iezrweIlI kMpnI ielYktRIEn dy ivckwr ie~k nvyN au~dm dy ih~sy vjoN fItrOiet rofvyz ij~Qy ielYkitRk kwrW Aqy tr~k Xwqrw krdy smyN jW pwrk krdy smyN vwierlY~s ifvweIs rwhIN rIcwrj kr skdy hn, dI Xojnw bxweI geI hY[ imSIgn ifpwrtmYNt AwP trWsportySn ielYktRIEn dy nwl pMj swlW dy pwielt pRojYkt leI $1.9 imlIAn pRdwn kr irhw hY, jo Awpxy Awp ƒ vwierlY~s ielYkitRk vwhn cwrijMg iv~c ie~k moFI vjoN ib~l idMdw hY, qW jo ku~l lwgq dy AxAYlwnI bwkI bcy ih~sy leI PMf ilAw jw sky[ ies iv~c ie~k skylybl vwierlY~s pbilk ien-rof EV cwrijMg nY~tvrk dI sQwpnw krnw Swml hY, jdik imSIgn leI rwj Br iv~c Aijhy isstm ƒ lwgU krn Aqy pRbMiDq krn leI A~gy dw rsqw ivksq krn leI pRwpq kIqy igAwn dI vrqoN krdy hoey, ie~k skylybl vwierlY~s pbilk ien-rof EV cwrijMg nY~tvrk sQwpq krnw vI Swml hY[ styt tRWsportySn fwierYktr Ajygbw ny ikhw, "hux AsIN ibhqr nIqI Aqy rYgUlytrI FWcy dI idSw iv~c kMm kr skdy hW qW jo ies ivl~Kx qknwlojI leI ie~k vDIAw vwqwvrx pRdwn kr skIey[ AwKrkwr, ies pRojYkt 'qy kIqI geI Koj Aqy kMm imSIgn Aqy AmrIkw iv~c v~fy p~Dr 'qy qwienwqI krn dI AgvweI krn iv~c mdd krygw"[

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AYm fI E tI ny ikhw ik ies pRojYkt ƒ istI AwP fytrwiet, Porf motr kMpnI Aqy fI tI eI AYnrjI smyq BweIvwlW duAwrw smRQn id~qw igAw hY[

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Peterbilt Showcases Advanced Technologies at ATA MCE Show

Peterbilt Motors Company showcased its advanced technology vehicles at the American Trucking Association’s (ATA) Management Conference and Exhibition (MCE) show in San Diego, CA in late October 2022. For the first time, Peterbilt displayed the new SuperTruck II demonstrator vehicle. The goal of the SuperTruck II program, initiated by the U.S. Department of Energy (DOE), is to improve longhaul Class 8 vehicle freight efficiency. The program focuses on advanced and highly efficient powertrain systems and vehicle technologies that meet prevailing emissions and Class 8 tractortrailer vehicle safety and regulatory requirements. In addition to the benefits of reduced fuel consumption and petroleum usage, the improvements in engine system efficiency will deliver a significant reduction in GHG emissions. SuperTruck II features an innovative, aerodynamic shape with a center drive position that improves overall visibility, a right-hand entry stand-up door, popout windows, cameras in place of mirrors and custom tires and wheels. Other features include a mild hybrid powertrain, a waste heat recovery system and a lightweight chassis for improved fuel economy. The split-level integral cab and sleeper features a large, wrap-around dash, 15” digital dash display for virtual gauges and critical vehicle data, an additional display for HVAC, infotainment and navigation controls, an articulated seat that rotates left and right and a pull-out desk.

“SuperTruck II is a perfect example of how Purposeful Innovation is at the center of Peterbilt’s development of advanced technologies and products in order to provide meaningful, tangible benefits to our customers,” said Jason Skoog, Peterbilt general manager and PACCAR vice president. “The collaboration with our partners on this program has been incredibly successful and we are pleased to show this truck to the industry and customers for the first time at ATA.”

The Peterbilt Model 579, equipped with the L4 advanced autonomous Aurora Driver, was also on display at ATA. Aurora is testing and validating the fourth Beta software generation of the Aurora Driver with customers in Texas. Aurora’s next-generation sensor suite features powerful high-resolution custom cameras with nearly 360-degree field of view, FirstLight lidar that can instantly track and measure the velocity of moving objects seven seconds faster than traditional lidar, and imaging radar that provides full coverage in challenging weather conditions. The company continues to refine its hardware kit for commercialization. Rounding out Peterbilt’s ATA display was the battery-electric Model 579EV, delivering zero-emissions performance for regional haul, drayage, pickup and

delivery and last mile operations. The 579EV features a battery-electric drive system with a 150-mile range that can be recharged in as little as 3 hours. Peterbilt leads the commercial EV industry with the widest lineup of electric vehicles, with three configurations available for regional haul, pickup and delivery and refuse applications.

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Volvo S60 B5 R-DESIGN

JAG DHATT

n a world full of SUV’s and trucks, it’s refreshing to test a sedan once in a while. More and more manufacturers are adding to the SUV lineup while taking away sedans. Thus, a couple of weeks ago, I was a little more than excited to drive the 2022 Volvo S60 B5, a vehicle that I had not driven for a couple of years.

Volvo, like many other manufacturers, is moving more towards electrification and the B5, although not plug-in or electric, does get a mild hybrid system. And trust me, it makes a huge difference not only in terms of range, but fuel economy as well.

Looks:

The 2022 Volvo S60 B5 is quite an elegant looking sedan; it’s not in your face and doesn’t have a wow factor. But for this vehicle, it’s not bad at all. The paint scheme, called Thunder Grey, is soft and defines the S60 in the luxury status that it is. The 19” 5-triple spoke matte black wheels give it a mild sporty look. Up front, the Thor hammer style lights are surrounded by LED headlamps and honestly, it’s one of the best-looking systems in the market.

Interior:

Once you open the door of the 2022 S60 B5 and step inside, be ready to be wowed. What the S60 lacks on the exterior is made up for in the interior. The cabin is truly a work of art; it’s simplistic and practical, but still luxurious. The Start/Stop button is different than most others and the short shifter looks sharp. One thing you have to get used it that when shifting gears, you have to move the shifter twice to engage drive or reverse. Initially, it’s a little odd and weird, but you get used to it after a while.

The seats of the S60 B5 are truly truly impressive. Not only are they buttery soft, they provide tremendous support and comfort. During a four-hour drive, upon exiting, I didn’t feel tired or cramped and even my back felt great. I will note that up front, the seats are roomy; the second row, as to be expected, some may feel a little tight. But again, rear seats are still very comfortable. The 2022 S60 B5 has an infotainment system that you can either live with, or you can dislike. Unfortunately, I’m on the side of the latter. The user interface and controls aren’t intuitive and takes some time to get master. Now, my tester had the $3,700 Bowers and Wilkins stereo upgrade and well, let’s just say it made up for it. Sound is crisp and clear, and it is one of the best systems on the market today.

Power:

The 2022 Volvo S60 B5 has a 4-cylinder turbocharged mild hybrid power plant under the hood. While not having the full power of the plug-in hybrid, it should be enough for the daily drive. This mild hybrid system recharges the battery while you drive and when needed, the battery supplies power for basics and also for ondemand boost when needed. Total power for the B5 is 247 horsepower and 258 lbft of torque. While adequate, it does lack as compared to the Alfa Romeo Giulia or

the BMW 3-series. And you feel it most when you have to punch the car, or off the line. Is this a deal breaker for this car? Oh, absolutely not because overall, the S60 is a pleasure to drive.

The Drive:

As just mentioned, the S60 does lack power as compared to some rivals, so know that before you look at it. In addition, the driving dynamics aren’t as sporty as one would like, and as compared to the BMW 3-series. But let me say it again – Volvo is not comparing itself to these vehicles and is determined to be a daily driver, in terms of luxury and style; and that, it accomplishes easily. Around town, the S60 is a delight to drive. It’s quiet and comfortable and it is a good size; it’s decent enough to take five people, but still easy to park and navigate through small city streets or when in bumper-to-bumper traffic. During traffic, I would suggest just relaxing while reveling in the beautiful sound from the B & W sound system.

On the open roads, the S60, again, shines. Even at speeds of 120 km/h, the cabin remains quiet and comfortable. As with most other cars in today’s market, the suspension is stiff, but again, not enough for it to become a nuisance. Steering and braking are on par with what you’d expect from Volvo, which is very good.

The Take-Away:

The 2022 Volvo S60 B5 R-Design is a beautifully crafted vehicle that retains its Scandinavian ancestry.

Driving When the Days get Shorter

Tragedies

horter days don’t just mean cooler temperatures and colourful leaves. They also mean more time driving in the dark.

Whether you’re setting out at sunrise or heading home at dusk, driving in the fall means you are making the transition from long to short days. Driving with limited daylight and in the dark has risks. While sunrises and sunsets are beautiful, they also mean you’ll have sun directly in your eyes or reflecting off a mirror. It can be blinding, at worst, and cause fatigue and distraction.

• Dim your dashboard lights to reduce interior light

• Keep your windshield and mirrors clean and streak-free

• Reduce your speed and increase the distance between you and the vehicle ahead of you

• Don’t overdrive your headlights to avoid creating a blind crash area in front

of your vehicle.

• Look about 20o to the right, away from oncoming headlights

• Keep your glasses clean; if you get new prescription glasses, consider an antireflective coating

If you are no longer a spring chicken, you’ve probably noticed that driving at night is different than it once was, particularly the halo effect around streetlights, traffic lights, and headlights. On average, a 50-year-old driver needs twice as much light to see as well after dark as a 30-year-old. That’s because, as we age, the eye muscles that react to limited light by widening the pupils don’t work as well as they used to. Your eyes also don’t react as quickly to oncoming lights; during the moment of adjustment, you lose some ability to see. If you see halos around lights, or they appear to “bloom,” it could indicate an eye issue developing, such as cataracts. Get it checked out.

Besides the fatigue that comes with eyestrain, it’s natural for your body to demand sleep when it gets dark. Make adjustments for the changing season and remember—losing two hours of sleep has the same effect as having three drinks. Remember that pedestrians are adjusting to the changing season as well and may be tired, blinded by the sun on the horizon, or wearing a hat or earmuffs that inhibit their hearing. ICBC reports that more than 2,600 pedestrians in BC are injured by motor vehicles each year; 57 of them die. Nearly half of all pedestrianinvolved collisions occur during four months, October to January, when driving conditions are at their worst. Fully 78% of these crashes happen at intersections. Among the contributing factors is weather, including the changing season.

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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.

One of a kind

Introducing Volvo I-Torque ™

When loads and roads vary, the new Volvo I-Torque is there. Achieve up to 3.61 km/l* whether you run 70 or 100 km/h**, on hills or flat terrain. Our renowned gearing and turbo compounding technology allows for super-efficient rear axle ratios as low as 2.15. The result is more torque and horsepower at lower rpms than any other engine under 16 litres. Whatever your most challenging route, I-Torque is ready to conquer it. Learn more at volvotrucks.ca/trucks/fuel-efficiency

*Actual fuel savings dependent on duty cycle, load, driver behaviour, and more. **Always obey posted speed limits.

Volvo Trucks. Driving Progress.