Desi Trucking - Eastern Jan - Feb 2014

Diverse Forces Driving The Trucking Industry tr`k fRweIivMg dw ik`qw Aqy ies nwl juVy lok

Chance 2

See Page 36

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JANUARY / FEBRUARY 2014

JANUARY / FEBRUARY 2014

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CONTENTS A Message from

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Diverse forces driving the Trucking Industry Clearing the Air on Emissions Tampering hwnIkwrk gYsW drswaux vwLy AOjwrW iv`c Adlw-bdlI bwry jwxkwrI

CTA Issues White Paper on Transportation of Dangerous Goods by Truck The Tooth-Friendly Diet dMdW leI shweI Bojn

Lease or loan?

- Pash Brar

Understanding Inter-Axle Differential

- Ken Cooke

Heavy Highway Vehicle Use Tax

- Sonia Nanda

TECH TID-BITS

by JAG DHATT

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Dispatching a Freight Order - Dara Nagra

Adjusting the Load - Ken Davey

21 Does Your Biz Have Employees Aged 60 to 70?

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I can’t believe!

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JANUARY / FEBRUARY 2014

JANUARY / FEBRUARY 2014

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Editor’s Note / sMpwdkI “Learn from the mistakes of others… you can’t live long enough to make them all yourselves!!”

Another year has gone away and we are again celebrating a new year. Many of us would be very happy on their success in past year and others very sad because they couldn’t achieve their goals.

How many of us who take some time off to evaluate the causes our success or failure. Behind success there is always a good planning, lot of homework and right ways to implement the plan, same way behind failure there are many mistakes that one has done knowingly or unknowingly. It is said that we learn from our experience Dilbag (Ron) Dhaliwal and it is right to some extent, it is one aspect. Do we have enough time and resources to take such kind of experiences? The answer is no. Neither we have time nor money to waste. So what is the solution? The solution lies in quotation “Learn from the mistakes of others… you can’t live long enough to make them all yourselves!!”

We must learn from the mistakes of others and need not to repeat on us. But how? The answer is to take advice of experts before you start anything, of course in our case it is trucking.

Does not matter you want to join trucking as a fresh driver, upgrade to owner operator, start a company or to take your company to the next level. You have to have a proper knowledge, pros and cons, and a plan. All this could take some extra time and money but believe me it will save you more money in the long run and contribute to make you a success. So let’s make resolution for this new year that whatever we will do, will do properly.

We always wish you a success and prosper life, may this New Year fulfill all your wishes. Desi Trucking Magazine is celebrating 6 years of successful publication; we would like to thank our readers and advertisers for their contribution. Please don’t forget to register yourself to get $1000.00 appreciation gift. Have a good time , work hard/smart and enjoy to the fullest……

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

“dUijAW dIAW glqIAW qoN is`Ko…quhwfI aumr AYnI lMbI nhIN ik qusIN auh swrIAW glqIAW Awp krooN” ie`k hor swl lMG igAw Aqy AsIN iPr qoN nvyN swl dIAW KuSIAW mnw rhy hW[ swfy coN bhuq swry ipCly swl dI AwpxI kwrguzwrI Aqy s&lqw qoN bhuq ^uS hoxgy Aqy bwkI kuJ AwpxI As&lqw qy nrwz vI hoxgy[swfy iv`coN ikMny ku hoxgy jo AwpxI s&lqw jW As&lqw dy kwrnW dI GoK jW ivcwr krdy hoxgy? iksy kMm dI s&lqw dy kwrnw iv`c, ies ip`Cy kIqI geI vDIAw pLYing, mu`Flw kMm, soc ivcwr Aqy bwAd iv`c ies plYinMg nUM suc`jy FMg nwl lwgU krnw huMdw hY[ iesy qrHW As&lqw dw kwrn ies dy ip`Cy jwxy-Axjwxy iv`c kIqIAW glqIAW huMdIAW hn[Awm qOr qy ieh ikhw jWdw hY ik mnu`K qzrby nwl hI is^dw hY, ieh g`l iksy h`d q`k TIk hY pr ieh ies dw ie`k pihlU hY[ kI swfy kol AYnW smW jW Dn hY ik AsIN qzrby kr-kr is`^Iey? jvwb hY nWh[ swfy kol brbwd krn leI smW jW Dn nhIN hY[ iPr ies g`l dw h`l kI hY? h`l hY is`Dw-is`Dw, “dUijAW dIAW glqIAW qoN is`Ko…..quhwfI aumr AYnI lMbI nhIN ik qusIN auh swrIAW glqIAW Awp krooN” ibnW S`k swnUM dUijAW dIAW glqIAW qoN is`^xw pvygw Aqy cMgw hovygw ik AsIN ieh glqIAW duhrweIey nw[ pr is`^Iey ikvyN? ies g`l dw jvwb ieh hY ik koeI vI kMm SurU krn qoN pihlW swnUM mwihr lokW dI slwh kY lYxI cwhIdI hY[ swfy mwmly ‘c, cwhy AsIN tr`ikMg iv`c ie`k nvyN frwievr dy qOr qy Swiml hoxw hovy, frwievr qoN Enr Aprytr bxnw hovy, Enr Aprytr qoN AwpxI kMpnI ^olxI hovy jW iPr c`l rhI kMpnI nUM Agly p`Dr q`k lY ky jwxw hovy, quhwnMU ik`qy dy aus p`Dr dI v`D qoN v`D jwxkwrI hoxw bhuq jrUrI hY, ies dy cMgy mwVy pRBwv Aqy sB qoN v`D mh`qvpUrn g`l ik ie`k pLYn hoxw bhuq lwzmI hY[ieh sB kMmW leI ijAwdw smW jW pYsw zrUr l`g skdw hY pRMqU A`gy jw ky quhwnMU ies dw bhuq &wiedw hovygw Aqy ieh sB kuJ quhwfI s&lqw iv`c vI shweI hovygw[AwE AsIN nvyN swl leI pRx krIey ik AsIN jo vI kMm krWgy TIk qrIky nwl Aqy is`^ ky krWgy[ AsIN hmySw quhwfy kMm dI qr`kI Aqy quhwfy vDIAw jIvn leI duAwvW krdy hW, pRmwqmW kry ik ieh nvW swl vI quhwfy leI Fyr swrIAW ^uSIAW lY ky Awvy Aqy quhnUM kMm iv`c s&lqw hwsl hovy[dysI tr`ikMg mYZzIn vI AwpxI s&lqw dy 6 swl pUry hox qy Awpxy pwTkW Aqy ivEpwrI vIrW dw DMnvwd krdw hY[ ikRpw krky 1000 fwlrW dw ienwm ij`qx leI Awpxw nwm rizstr krnw nw Bulxw[^uS rho, Abwd rho……

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JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

Cell: 604-767-4433 E: jdhatt@desitrucking.com

Cell: 416-875-3820 E: info@desitrucking.com

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

Address: 160-2, County Court Blvd. #128 Brampton, ON L6W 4V1

F: 604-598-9264

F: 604-598-9264

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The opinions expressed in articles and features are of the writers and may not be those of the publisher.

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Find us on

www.facebook.com/DesiTruckingMagazine JANUARY / FEBRUARY 2014

Watch for our On-the-Road Recruiter

BILL SCOTT

30 yrs in the business / 20 yrs driving billsc@challenger.com 1.800.268.2096 Ext. 2790 • Cell 519.239.7684

Challenger’s Success is People Driven!

As well as the common employee benefits we offer: Indoor fueling • Cafeteria • Drivers Lounge • Bunks for drivers staying overnight • Laundry facilities • Free Wifi ASK US about our Transitional Pay Bonus, Drivers Support Coordinator and Voice of the Driver Program (Round Table Meetings)

Connect with us today or apply online!

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JANUARY / FEBRUARY 2014

7

Diverse forces driving the Trucking Industry - G. Ray Gompf

W

hen we think of the trucking industry and we think drivers.

For the most part, drivers are the official face of the industry. Drivers are the part of the industry seen by the public; judged by the public; and, sometimes scorned by the public. But what the public doesn’t see, or even anything about which they would care are the support jobs. Support jobs are equally as critical to the task of driving as the driving itself. Support jobs help move that freight so critical, ensuring Sunday dinner is always there ready equally as much as the extreme efforts put forth by drivers.

Before I leave the job description of driver, maybe we should take a look at the number of hats that driver has to wear in order complete that delivery. First, the driver must be an expert in navigation and weather prognostication. Once the driver gets that load in the truck, the paperwork in hand, then the driver has to figure out the most favorable route. The driver has to take into account the terrain over which this particular load has to travel in order to arrive safely. This isn’t as easy a task as first blush would have one believe. Without first hand knowledge of the terrain, the driver has to anticipate where obstructions might occur. The general public never consider a low overpass or the lengths to which one must go to in order to get 8

around such and obstruction and still remain legal within the rules and regulations set forth by the authorities in the particular local area where the obstruction is located but the driver certainly must know and care. The driver has to know the various and sundry localized rules and regulations that would pertain to this particular load.

Add to that, he has to anticipate construction delays; delays caused by wrecks that haven’t even happened and not only come up with a primary plan but also a secondary plan for each leg of the trip.

Now with a plan in place, there is the task of certifying the equipment is safe to make the trip, which includes a bumperto-bumper inspection and not only that, accepting full and complete responsibility for the proper condition of the vehicle and ensuring the load is properly secured and not overweight. The load, even if the driver didn’t supervise the loading, becomes his or her responsibility to ensure the load is properly balanced.

In order to conduct this inspection, the driver has to be a competent diagnostician of the mechanical workings of the truck, enough in order to know what is wrong, what might become wrong or even predict what might fail on this particular trip. Then fix what you can and find someone to fix what you can’t. This is before even crawling up inside the truck. And,

you thought it was about shifting gears and steering. Not only this, according to regulation, to inspect the truck identifying potential problems every two hours along the route.

Drivers also have to be masters of completing government required paperwork, knowledgeable on the rules and regulations of at least 62 state and provincial jurisdictions and the myriad of municipal regulations across the continent. They need to have an intimate knowledge of the transport regulations with respect to Hazardous Material/Dangerous Goods.

One of my issues with the amount and style of work carried out by drivers is that they are not even considered tradesmen.

They’re considered general laborers and this, my friends, is wrong, dead wrong.

Drivers are highly skilled trades people and as such must be recognized as being skilled exactly the same as electricians, plumbers, carpenters and so on. We drivers are not professionals like accountants, lawyers and doctors and for drivers to be called professional is also just as wrong as being called general labor.

With this declaration of drivers being a skilled trade, then standardized training and career path can and will be a reality.

Even within the field of being a driver, there are many different types of drivers. Of course, there is general JANUARY / FEBRUARY 2014

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freight; then the more specialized oversize expert; there’s the driver skilled in refrigerated freight; then there’s the driver skilled in liquid transfer; then there’s long haul trucking – over 500 miles; there’s medium haul under 500 miles; and, local, or short haul under 100 miles. There’s tractor-trailer, straight truck and dump truck. And we can’t forget about bus drivers and those drivers who come out and rescue us when we’ve had a disaster befall us.

Diversity within the driver nomenclature without going into the rest of the tasks required within the industry. But what are some of these ancillary jobs that are part and parcel of the supply chain all a part of transportation. There are sales people who find the loads, contract with the customers and otherwise cause the freight to be in need of moving.

There’s load brokers that independently find loads and offer for movement to trucking companies. There are warehouse and packing specialist that prepare loads for shipment and receive such loads.

There are administrative personnel to prepare the necessary paperwork for shipment; finance people that invoice customers and collect payments. There are administrative people specializing in health, safety and compliance. There are human resources people who recruit and otherwise cause the employment of others within the industry.

There are maintenance workers; mechanics; tire specialist; and recovery specialists, all with their own specific knowledge and skill. Sometimes we tend to overlook those who design, manufacture and sell us the equipment and finance the equipment that allows us to continue to deliver the freight so important to keeping the economy humming, but without them it would all be for naught. Then, there’s the businesses that serve the truckers. Truck Stop operators feed us, cloth us, repair our equipment and offer us fuel for body and equipment and offer us refuge and safety while we rest.

There are several insurance companies, in Canada, that specifically insure exclusively, the trucking industry. There are associations to help the small business owner operator establish some collective buying power so that goods and services that are available to the big operators at minimal prices have those same or at least reduced levels so the gap in the cost of goods and services are closer.

There are associations specifically for the large carriers to lobby governments to ensure that any legislation that is considered is considered with at least a smattering of thought in how such legislation would effect the trucking industry.

And certainly, we cannot forget about the various publications that offer us advice; stay ahead of the rules and regulations; help us find jobs; and otherwise entertain us in a way that only comes with know what our wants and needs are.

Yes, there are many diverse tasks within the trucking industry and some that are just there to support the trucking industry and all are critically important. Although I can’t say for certain, the ratio of drivers to other tasks within the industry, there must be five or more people in support of each and every driver out there. With nearly half a million drivers in Canada, that would extrapolate into, at a bare minimum, two and a half million transportation support workers. That’s a significant impact on the economy of this country.

10

srkwr v`loN loVINdy kwgz p`qr dI pUrqI leI vI mwihr hoxw cwhIdw hYy[ aus nUM mhWdIp (kOtInYNt) dIAwN swrIAW 62 stytW, sUbweI Aqy imaNusIpYltIAW dy kwnUMnW Aqy inXmW dI jwxkwrI hoxw vI zrUrI hY[ aus nUM Kqrnwk vsqW Fox sbMDI inXmW bwry vI jwxkwrI hoxI cwhIdI hY[. ijs qrHW dw kMm fRweIvrW nUM krnw pYNdw iesdy bwvjUd vI aunHW nUM vpwrk iksm dy lok nhIN smiJAw jWdw[ aunHW nUM qW ie`k iksm dy Awm mzdUr smiJAw jWdw hY, ied qrW dI socxI myry dosqo! glq hI nhIN sgoN iblkul glq hYy[ fRweIvr Awpxy tryf dy pUry mwihr hn Aqy ies leI aunHW nuM ielYktRISIAn, plMbr Aqy kwrpYNtrw vWg hunr vwly smiJAw jwxw cwhIdw hY[ hW ieh TIk hY ik fRweIvr BwvyN AkwaUNtYNtW, vkIlW Aqy fwktrW vWg nhIN pr Pyr vI swnUM mzdUr kihxw swfy nwl srwsr D`kw hY[ jy ies ik`qy nUM sik`lf tryf AYlwn id`qw jwvy qW au`cI p`Dr dI tRyinMg Aqy kYrIAr ie`k scweI bx jwxgy[ frweIivMg Kyqr ‘c ie`k nhIN keI qrHW dy fRweIvr hn[ ijvyN ik Awm BwVw Fox vwly, EvrsweIz mwihr fRweIvr Aqy auh fRweIvr ijhVy rYPrIjIeytf vsqW FoNdy hn- jo ilkuief vsqW iljWdy hn-lONg hOol tr`k fRweIvr- 500 mIl qoN au`pr jwx vwly- jW 100 mIl qoN G`t rUt ‘qy jwx vwly[ ies qrHW hI tr`k vI v`K v`K hn ijvyN trYktr trylr, fMp tr`k Awid[ iesy qrHW AsIN b`s fRweIvrW dy kMm nUM vI AxgoilAw nhIN kr skdy ijhVy swnUM hr smyN Aqy ibpqw smyN vI ie`k QW qoN dUjI QW lY ky jWdy hn[ ibnw Byd Bwv kIqy ‘qy ies ieMfstrI ‘c iviBMnqw cwhIdI hYy[ pr ies iv`c keI kMm kwj hn jo ies lVI dw At`ut AMg hn[ ies ‘c sylz prsn hn jo lof l`Bdy hn, gwhkW nwL sMprk krdy hn ijs kwrn ieh swrw tryf cldw hY[ ies qrHW hI ies ‘c lof bRokr hn ijhVy Awpxy Awp lof Bwldy hn Aqy Pyr ienHW nUM Fox leI tr`k kMpnIAW nUM pySkS krdy hn[ ies qrHW hI vyArhwaUs Aqy pYikMg spYSilst hn jo ieh lof l`dx leI iqAwr krdy hn[ ies qrHW dw hI pRbMDkI stwP hY jo swrw kwgzI kMm krdw hY, iv`q nwl sbMDq lok hn ijhVy ienvoAwies bxw ky Byjdy hn Aqy rkm dI augrwhI krdy hn[ ishq, syPtI sbMDI kMm krn vwly vI hn[ ies ik`y nwL sbMDq nOkrI dyx vwly hn jo ies ieMfstrI ‘c kMm krn vwilAW nUM nOokrI dyx dw kMm krdy hn[ ies qrHW hI sWB sMBwl krn vwly hn, mkYink, twierW dy mwihr Aqy irkvrI spYSilst jo Awpxy kMm ‘c pUrI qrHW mwihr hn[ pr keI vwr AsIN aunHW lokW nUM Bu`l jWdy hW ijhVy ifzwien, mYnUPYkcr krdy hn Aqy swnUM sbMDq smwn vycx dw kMm krdy hn[ auh vI hn jo PweInYNs dw pRbMD krdy hn, ijs qoN ibnw ieh ArQ ivvsQw ijhVI swfy leI AqI zrUrI hY nUM clwauxw AsMBv hY[ vpwrI lok hn jo tr`kW nMU kMm idMdy hn[ tr`k stOp Awprytr vI hn jo swfy leI Bojn, qyl isr F`kx Aqy jIvn dIAW loVW dw pRbMD krdy hn[ knyfw ‘c ies qrHW dIAW bhuq swrIAW bImw kMpnIAW hn jo Kws krky tr`k ieMfstrI dw hI bImw krdIAW hn[ ies qrHW dIAw sMsQwvW vI hn jo Coty tr`k mwlkW dI mdd krdIAW hn Aqy v`fIAW kMpnIAW nUM imlx vwlIAW shUlqW Aqy G`t kImq ‘qy vsqW auplBD krwaux ‘c shweI huMdIAW hn[ ies qrHW dIAw sMsQwvW vI hn jo srkwr nwL lwbIieMg krdIAW hn qW ik ies qrHW dy kwnUMn bxwey jwx ijnHW nwl tr`ikMg ieMfstrI nM lwB huMdw hovy Aqy Aijhy kwnUMn nw bxn id`qy jwx ijs nwl ies ieMfstrI dIAw muSklW ‘c hor vwDw hovy[ AsIN aunHW pblIkySnW nUM vI nhIN Bu`l skdy jo swnUM smyN smyN slwh idMdIAW hn Aqy kwnUMn Awid bxn qoN pihlW hI ies sbMDI purI jwxkwrI idMdIAW hn; jObW l`Bx ‘c shwieqw krdIAW hn Aqy swfy mnpRcwvy dw vI pRbMD krdIAW hn[ ies qrHW tr`ikMg ieMfstrI ‘c bhuq swry ivAkqI hn jo swfI mdd krdy hn Aqy auh swfy leI bhuq mh`qvpUrn hn[ pUrI qrHW qW nhIN pr AsIN kih skdy hW ik ie`k tr`k fRweIvr dI mdd krn vwly 5 jW ies qoN v`D ivAkqI ausdy ip`Cy KVHy hn[ ies qrHW qkrIbn A`Dy imlIAn fRweIvrW dI mdd krn vwilAW dI igxqI FweI imlIAn dy krIb bxdI hYy[ies sB dw swfy dyS dI AwriQkqw ‘qy fUMGw pRBwv hY[ JANUARY / FEBRUARY 2014

International Centre Toronto, Ontario Thursday April 10 - 10:00 am to 6:00 pm Friday April 11 -10:00 am to 6:00 pm Saturday April 12 - 9:00 am to 5:00 pm

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11

TECH TID-BITS

by JAG DHATT

H

endrickson Bumper and Trim has added AERO CLAD bumpers for the Peterbilt Model 367 and 587 trucks to its all-makes aftermarket program. The new bumpers are not only lighter in weight and offer a mirror-like finish, they are said to be more durable than the traditional chrome bumper. AERO CLAD bumpers are corrosion-resistant, as they are made from a bi-metal material that is bonded to stainless steel and aluminum at a molecular level.

B

endix front air brakes are now going to be standard equipment on all Kenworth Class 8 tractors and trucks. The Bendix ADB22X will provide more consistent force distribution and will significantly reduce brake fade, with no degradation of stopping power. According to Kurt Swihart, Kenworth’s marketing director, Kenworth trucks will also benefit from an aluminum hub and splined disc rotor assembly, which will give additional weight savings.

B

M

ack unveiled its new Medium Heavy Duty (MHD) rear loader for refuse fleets. The new truck is lightweight and thus offers an economic alternative to lighter-duty cycles, such as short inner-city routes or for service in smaller towns. Power will come from the Cummins ISL9 345-horsepower engine. The cab offers much improved comfort for the driver, due to it being mounted on airbags and shocks.

V

olvo Trucks North America officially introduced the I-Shift transmission to the Mexican truck market. After testing the I-Shift with several Mexican fleets during mid-2013, Volvo now has delivered 170 Volvo VNL tractors, with the I-Shift, to Mexico. According to Goran Nyberg, president of Volvo Trucks North America, “…the announcement of the I-Shift availability in Mexico will further enhance value of ownership for Volvo customers in Mexico.”

R

onald Armstrong will assume the position of CEO of Paccar, the owner of Peterbilt and Kenworth and manufacturer of Paccar engines.

Past CEO, Mark Pigott, will remain executive chairman of the company’s Board of Directors. A Pigott family member has held the CEO position of Paccar since 1965. Armstrong has worked at Paccar for 20 years and has overseen growth in not only revenue and profits, but also in customer satisfaction and industry market share.

M

eritor WABCO’s OnLane lanedeparture warning system is available now as an option on Freightliner Cascadia and Cascadia Evolution models. The new system is a forwardlooking, vision based warning system designed to monitor road markings and the vehicle’s position in the lane. The Safe Trak and Takata powered system delivers clear and distinct audible warnings to the driver if the vehicle leaves its lane unintentionally, encouraging the use of turn signals. OnLane can also be retrofitted to existing vehicles.

12

ridgestone announced the M749 tire, the first designed specifically for long and regional-haul car carriers.

The M749, with a new tire size of 295/60R22.5, is built to withstand the demands of the auto-haul segment while maintaining high sustained highway speeds for extended hours. The new tire is also safer as it comes with a patented WavedBelt design, tie bars, multiple cross-rib sipes, and flexible groove-fence partitions.

V

olvo Trucks recently introduced the new Optimized Series, which will boost fuel efficiency and payload capacity for regional-haul carriers.

As part of the Optimized Series, Volvo Trucks is also configuring its VNM 430 and VNL 430 trucks with a mid-roof design, which will allow for additional headroom. Optimized daycabs, 430 sleepers, and the VNM 630 will feature Volvo’s D11 engine, which produces 405 horsepower and 1550 lb ft of torque, coupled with the Volvo I-Shift automated manual transmission.

W

ebtech Wireless has announced its new MDT 3500 in-cab tablet, which is based on an Android software.

The new tablet features signature capture, a built-in camera with flash, and eDVIR. The rugged design is built to work in the most demanding environments and is even fully integrated into Webtech’s Quadrant Manager, which automates hours-of-service management.

G

oodyear has added a new Commercial Tire and Service Center to its network in Tulsa, Oklahoma. The new 13,000 square foot facility offers Goodyear, Dunlop and Kelly brand medium truck tires, Goodyear retreaded tires, 24/7 emergency roadside service, truck alignments, and other truck and tire repair related services.

JANUARY / FEBRUARY 2014

JANUARY / FEBRUARY 2014

13

Clearing the Air on Emissions Tampering - David Bradley

hwnIkwrk gYsW drswaux vwLy AOjwrW iv`c Adlw-bdlI bwry jwxkwrI T

here will always be folks who think that for every rule there is an exception – and unfortunately, there’s no shortage of misguided people willing to demonstrate it.

You’ve no doubt seen or heard about the advertisements that are out there in print and cyberspace from repair/maintenance shops offering to “service” your truck in order to enhance its fuel economy. While the ad might not explicitly state it, most people know what we’re talking about here – tampering with the truck’s emissions controls. It’s not a new problem but those marketing such services have become more brazen in recent years as the new EPA-mandated smog-free engines came on stream and it became clear that the federal and provincial governments in Canada were ill-equipped to deal with the situation.

While increased fuel economy is a good thing (it reduces greenhouse gases too) tampering with a truck’s mandated emissions control devices is not. At its March 2012 meeting, the CTA Board of Directors called for action to put an end to the practice. CTA followed up with governments in writing and has held various meetings with the federal ministers and departments of environment, natural resources and transport, as well as the Canadian Council of Motor Transport Administrators. A number of the provincial associations took similar action with their provincial governments and agencies.

Unfortunately, what this launched was another round of that great Canadian past-time -- political/bureaucratic Ping-Pong between the various departments and the federal and provincial governments. Whereas in the US, legislative and enforcement authority for tampering rests squarely with the Environmental Protection Agency (which, by the way, has been known to slap down hundreds of thousands of dollars in fines on companies that provide emission control-defeating devices), Environment Canada contends that it has no authority under the Canadian Environmental Protection Act (CEPA) or any other legislation to deal with tampering. Its authority ends at the retail sale of the equipment.

The department contends the authority to prevent tampering rests with the provinces. You know how this song goes …

The response from the provinces has been lukewarm at best.

This is clearly not an issue most have given much thought to.

Many provinces do not even have the legal authority to lay charg14

hr smyN ku`J AYsy lok huMdy hI hn ijhVy ieh soc lYNdy hn ik hr knUMn nUM A`KoN Ehly kIqw jw skdw Aqy bdiksmqI nwL ieh q`Q nUM drswaux vwLy gumrwh lokW dI koeI Gwt nhIN huMdI[ qusIN zrUr aunHW ieSiqhwrW, A^bwrW jW hor sMcwr swDnW iv`c piVHAw hovygw jW suixAw hovygw ijnHW iv`c murMmq krn vwiLAW vloN pySkS kIqI huMdI hY ik auh quhwfy tr`k dI AYsI srivs kr skdy hn ijs nwL iPaUl dI vrqoN iv`c b`cq hovygI[ BwvyN ieh ieSiqhwr sw&sw& nhIN d`sdy, pr bhuqy lokW nUM pqw huMdw hY ik Asl g`l kI hY[ Byq vwLI g`l ieh hY ik tr`kW iv`coN in`klx vwLIAW gMdIAW gYsW nwL BMn-qoV krnw huMdw hY[ ieh koeI nvIN sm`isAw nhIN[ ieho ijhIAW syvwvW A`j k`l bhuq hI infr ho geIAW hn[ ieh ies kwrx hoieAw hY ik eI. pI. ey. dy hukmW Anuswr isr& smog-rihq ieMjx hI vrqy jwxgy[ nwL hI lokW nUM ieh vI pqw l`g igAw hY ik nw PY~frl qy nw pRWqk srkwrW ienHW hwlwq dw twkrw kr skdIAW hn[ cMgyrI iPaUl b`cq cMgI g`l hY ikauNik ies nwL grIn hwaUs gYsW iv`c kmI AwauNdI hY[pr tr`k iv`c inXukq gYs kMtrol AOzwr iv`c Adlw-bdlI krnw TIk nhIN hY[ mwrc 2012 dI mIitMg iv`c sI.tI. ey. borf dy fwierYktrW ny ies ivhwr nUM bMd krn dI mMg kIqI[ sI.tI.ey. ny ies sbMDI srkwrW nwL ilKqI g`lbwq kIqI[ aunHW ny ies sbMDI PY~frl vzIrW, vwqwvrx dy mihkimAW, kudrqI swDnW qy AwvwjweI ivBwgW qy motr trWsport AiDkwrIAW nwL mIitMgW kIqIAW[ ku`J pRWqk sMsQwvW ny vI pRWqk srkwrW qy eyjMsIAW nwL ieho ijhIAW kwrvweIAW kIqIAW[ bVy du`K dI g`l hY ik ieh gMBIr mslw swry knyfw leI ie`k Sugl dI Kyf bx geI[ ieh rwjsI qy d&qrI p`Dr qy PY~frl Aqy pRWqk srkwrW idAW mihkimAW iv`c icVI-iC`kw dI Kyf bx ky rih geI[ jdoN ik AmrIkw iv`c AOzwrW dI BMn-qoV bwry kwnUMnn kwrvweI krn dy AiDkwr vwqwvrx bcwA eyjMsI pws hn ( ijhVI ies g`l leI jwxI jWdI ik ieh eyjMsI aunHW kMpnIAW au~pr hzwrW fwlrW dy jurmwny krdI hY ijhVIAW ieho ijhy Zlq kMm krdIAW hn)[ knyfw dw vwqwvrx ivBwg dw ieh kihxw hY ik aus pws knyfw dy vwqwvrx bcwA kwnUMn (sI eI pI ey) muqwbk koeI AYsI qwkq nhIN jo AOzwrW ‘c huMdI Adlw-bdlI nUM rok sky[ qy ieh vI ikhw jWdw hY ik ies sbMDI hor vI koeI knUMn nhIN hY[ ies dI AQwirtI AOzwr vycx vwly rItylrW q`k hI rih jWdI hY[ ifpwrtmYNt ieh vI kihMdw hY ik AOzwrW ‘c huMdI Adlw-bdlI dw mwmlw pRWqk mwmlw hY[ qusIN Awp hI dyKo ieh ikho ijhw frwmw hY[ pRwqW iv`c ies sbMDI huMgwrw m`TI ijhI g`l hY[ ies bwry bhuq lokW ny ku`J soicAw hI nhIN[ bhuq swry pRwqW iv`c koeI knUMnI AiDkwr nhIN JANUARY / FEBRUARY 2014

es against garages for environmental tampering. Nor do they (as a collective) seem overly excited about allocating resources to the problem. The province’s road enforcement resources are focussed on safety issues, not environmental issues – as they very well should be. Besides, it is difficult at roadside for an inspector to identify modifications that even skilled diesel mechanics would be challenged to uncover.

The CCMTA is examining the inclusion of an inspection for tampering as part of the PMVI standards re-vamp currently under development. So there is some hope/progress, although it appears that not all provinces support including a tampering element in the PMVI, which is a vehicle safety inspection.

Meanwhile, the problem is not going away. For example, provincial environmental inspectors on the British Columbia lower mainland recently conducted emissions tests of about 12,000 trucks.

Although they were not specifically looking for evidence of tampering, the results could lead one to the conclusion that tampering is a serious problem: Twenty per cent of all model year 2010 and newer trucks tested were found to be high emitters using standard-based cut-points. While a decline in the maintenance standards of vehicles would also be a contributing factor, it is hard not to suspect that tampering is playing a role with results like this.

At its October 2013 meeting, the CTA board took stock of the situation and reaffirmed its position that tampering with emissions controls is a serious matter that not only undermines the environmental performance of the trucking industry but also creates an un-level competitive playing field. The board repeated its position that targeted enforcement of the people undertaking the tampering – the garages, repair shops and service centres – is where governments should be focusing their efforts and resources. In addition, it is recommended the Government of Canada introduce an amendment to the CEPA that would empower Environment Canada to fine/sanction garages and fleets engaged in environmental tampering. The CTA board further recommends that the Canadian Council of Environmental Ministers ensure that all provinces have legislation in place to take action against those that tamper with the emissions equipment on heavy trucks.

This would give Canada’s truck environmental laws some real teeth as well as bolster governments’ credibility as stewards of the environment. From the very start, the trucking industry has been a leader in meeting its environmental responsibilities. Let’s not let a few opportunists spoil that unmatched reputation.

ijs nwL gYrjW au~qy vwqwvrx ^rwb krn sbMDI doS lgw skx[ nw hI auh ies sm`isAw nUM rL-imL ky sulJwx leI koiSS krdy idsdy hn[ pRWq dy sVkW bwry knUMn isr& sur`iKAw mwmilAW v`l iDAwn idMdy hn nw ik vwqwvrx dy mwmilAW au~pr[ pr aunHW nUM vwqwvrx dw vI i&kr hoxw cwhIdw hY[ ieh g`l vI swP hY ik sVkW dy ieMspYktrW nUM tr`kW dy AOzwrW iv`c qbdIlI dw pqw hI nhIN l`g skdw[iesdw qW cMgy Bly fIzl mkYink nUM vI pqw lgwauxw muSkl ho skdw hY[ ie`k hor knUMn ijs bwry sI sI AYm tI eyy v`loN soicAw jw irhw hY, auh hY BMn qoV nUM pI AYm vI ey stYNfrf ‘c Swml kIqw jwvy[ ies qrHW ku`J Aws dI ikrn nzr AwauNdI hY[ nwL ieh vI suxdy hW ik swry pRWq AOzwrW dI Adlw-bdlI dI Dwrw pwx leI sihmq nhIN hn ikauNik ieh knUMn kyvl g`fIAW dI sur`iKAw bwry hY[ ieh sm`isAw ^qm nhIN ho rhI[ ies dOrwn bI sI dy loAr mynlYNf ielwky iv`c vwqwvrx ieMspYktrW ny 12000 tr`kW dy AimSn tYst kIqyy[ BwvyN ieh ieMspYktr Kws krky gYs AOzwrW iv`c kIqI qbdIlI dI prK nhIN kr rhy sn Pyr vI AswnI nwL ies nqIjy qy phuMicAw jw skdw hY ik ieh Adlw-bdlI gMBIr mslw hY[ g`fIAW dy 2010 swry mwflW dy tr`kW dw ijnHW dw inrIKx kIqw igAw, hyTly qoN hyTly p`Dr nUM iDAwn iv`c r`K ky vI ieh g`fIAW pRdUSx PYlwaux vwLIAW swibq hoeIAW hn[ ho skdw hY ik ies dw ie`k kwrx g`fIAW dI GtIAw sWB-sMBwL vI hovy[ pr ieh socx qoN vI nhIN irhw jw skdw ik ies dw kwrx gYsW nUM prKx dy AOjWrW dI BMn-qoV kIqI hovy[ sI. tI. ey. ny AwpxI AkqUbr 2013 dI mIitMg iv`c ies mwmly bwry soicAw qy ies g`l nUM dohrwieAw ik gYsW dy kMtrol isstm nUM bdlnw gMBIr mslw hY[ ies nwL kyvl tr`kW dI ieMfstrI dI bxwvt Xogqw iv`c ivgwV hI nhIN pYdw huMdw sgoN ies qoN ibnW ies nwL hor nukswn vI ho skdy hn Aqy mukwblw ie`k qrPw ho skdw hY[ borf ny muV ky Pyr AwpxI g`l dohrweI ik auh lok jo AOzwrW iv`c AdlwbdlI krdy hn aunHW nUM nzr iv`c r`iKAw jwvy[ieh lok hn gYrwjW vwLy, murMmq krn vwLy lok qy srivs sYNtrW vwly[ srkwrW nUM ienHW lokW Aqy syvwvW ‘qy nzr r`KxI cwhIdI hY[ies qoN ielwvw ieh vI is&wirS kIqI ik knyfw dI srkwr sI.eI.pI.ey. iv`c ie`k soD Swiml kry ijhVI knyfw dy vwqwvrx mihkmy nUM ieh AiDkwr dyvy ik auh gYrjW qy hor lok jo vwqwvrx dI CyV CwV leI izMmyvwr hn- kMtrol AOzwrW iv`c Adlw-bdlI krdy hn, nUM zurmwnw kr sky jW anHW ‘qy pwbMdIAW lw sky[ sI.tI.ey. ny hor vI is&wirS kIqI ik knyfw dI vwqwvrx kONsl ies g`l nUM XkInI bxwvy ik swry sUby koeI AYsw kwnuMn bxwaux ijs nwL auh aunHW lokW au~pr kwrvweI kr skx ijhVy v`fy tr`kW dy AimSn kMtrol AOzwrW iv`c Adlw-bdlI krdy hn[ ies nwL knyfw dy vwqwvrx kwnUMn nUM shI SkqI imLygI qy ies nwL srkwr nUM vwqwvrx nUM rwKy kihlwaux iv`c suivDw hovygI[ SurU qoN hI tr`k ieMfstrI vwqwvrx izMmyvwrIAW pUrIAW krn iv`c pihlkdmI krdI rhI hY[ AwE ku`J ku mOkw pRsq lokW nUM ies Adu`qI Sohrq nUM ivgwVn dw mOkw nw dyeIey[

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JANUARY / FEBRUARY 2014

15

CTA Issues White Paper on Transportation of Dangerous Goods by Truck Shows frequency and severity of incidents extremely low, but calls for measures to reduce risk of accidents and ensuring negligent parties held liable

T

he tragedy that befell the Quebec town of Lac Megantic last summer following the derailment of several rail tank cars carrying crude oil has put the issue of dangerous goods transportation by all modes under the microscope. Just last week, federal transport minister, Lisa Raitt, announced that she has asked the House of Commons Standing Committee on Transport to conduct a review of the situation and to make recommendations to prevent similar tragedies in the future.

Although the Canadian Trucking Alliance (CTA) contends that an incident of the magnitude of Lac Megantic is unlikely to occur where trucks are involved – and while the frequency and severity of dangerous goods incidents involving trucks are extremely low – the Alliance says additional measures should be taken to further reduce the risk of highway accidents, whether dangerous goods are involved or not.

In a white paper of the Transportation of Dangerous Goods by Truck in Canada, CTA repeats its long-standing position that the federal government should introduce a universal mandate requiring all trucks, where the driver is currently required to carry a logbook under the federal hours of service regulations, to be equipped with an electronic recording device (ELD); and introduce a manufacturing standard (in lock-step with the United States) requiring all new heavy trucks to be equipped with a roll stability system. In addition, CTA says all provinces should follow the lead of Ontario and Quebec by requiring the mandatory activation of truck speed limiters at no more than 105 km/hr and also introduce mandatory entry level training for truck drivers based on a national industry standard.

An analysis of the 328 dangerous goods incidents involving trucks in 2012 conducted for CTA shows that the number of incidents was 1.64 per 10,000 shipments. Most (56.4%) of the releases of product were minor (less than 500 litres), which are usually cleaned up with little or no environmental damage. 86.3% of all incidents involved tank trucks. Most incidents occur during loading or unloading (70.7%) and are most often caused by employee error (28%) or equipment failure (34.1%). Releases during loading were most common (51.8%) but 80% led to releases of less than 1,000 litres.

Accidents occurring while on the highway (where the public is most at risk) accounted for 16.2% of total incidents for a frequency of 0.27 per 10,000 shipments. Accidents were the cause in 56.8% of the major incidents (releases greater than 5,000 litres). However, major incidents represented only 6.4% of all incidents. In most cases (67.9%) the major product involved was flammable liquids (mainly crude oil). Accidents involving flammable liquids represented 11% of all incidents and .18 accidents per 10,000 shipments.

16.7% of the incidents involving tank trucks were the result of an accident on the highway. (Analysis conducted for CTA suggests that 80% of these were the result of a single vehicle accident).

The issue of liability in the case of dangerous goods incidents 16

sI tI ey ny tr`kW rwhIN Kqrnwk vsqW dI FoAw-FuAweI bwry iek q`Q-sUck p`qr jwrI kIqw hY ieh p`qr GtnwvW dI igxqI Aqy nUM qW kwPI hlkI p`Dr auqy drsWdw hY, pr ieh durGtnwvW dy Kqry nUM Gtwaux vwly qrIikAW dI mMg krdw hY Aqy lwprvwh pwrtIAW nUM mujrm krwr dyx nUM XkInI bxwauxw cwhuMdw hY[ auh duKWq jo, ipClIAW grmIAW ivc kubYk Quebec dy lYk mYjYitk Sihr ivc krUf qyl dy keI f`ibAW dy ptVI auqoN lih jwx nwl vwpirAw sI, ny hr FMg nwl FoeIAW jWdIAW vsqW dy mwmly nUM hr ienswn dy iDAwn ivc ilAw KVHw kIqw hY[ ipCly hPqy hI, PYfrl trWsport minstr lIzw rwiet Lisa Raitt ny AYlwn kIqw hY ik ausny trWsportrz bwry hwaUs AwP kwmnz dI stYNifMg kmytI nUM ikhw hY ik auh ienHW hwlqW dI GoK krn qy Biv`K ivc ieho ijhIAW durGtnwvW dI rok-Qwm leI isPwrSW krn[ BwvyN kYnyfIAn tr`ikMg sMsQw (CAT) ies gl nUM zor dy ky kih rhI hY ik lYk mYjYNitk (Lac Megantic) dy pDr dI durGtnw, tr`kW nwl nhIN vwpr skdI, Aqy nw hI tr`kW ivcly mwl nwl durGtnwvW dI igxqI qy qIKxqw vwly mOky G`t pYdw hoxgy, qW vI tr`kW dI ieh sMsQw kihMdI hY ik jrnYlI sVkW auqy durGtnwvW dy Kqry nUM Gtwaux leI hor qrIky vrqy jwx BwvyN ienHW ivc Kqrnwk mwl hovy jW nw hovy[ sMn 2012 ivc sI.tI.ey vloN tr`kW nwl sMbMDq 326 Kqrnwk vsqW dw ivSlySx krvwieAw igAw sI[ ies inrIKx qoN ieh pqw lgdw hY ik smwn dIAW 10,000/KypW iv`coN durGtnwvW kyvl 1.64 hI vwprIAW [ bhuq swrIAW f`ulHIAW vsqW ivcoN (56.4%) nwm-mwqr hI sn (jo ik 500 iltr qoN Gt sn)[ ienHW f`ulH geIAW vsqW nUM pUrI qrHW swP kr idqw igAw sI ijs kwrx vwqwvrx dw koeI vI nukswn nhIN hoieAw sI[ iehnW swrIAW GtnwvW dy 86.3% kyvl tYNkW vwly tr`kW ivc hI vwpirAw sI[ bhuq swrIAW eyho ijhIAW GtnwvW ldweI jW luhweI vyly hI vwprIAW hn (70.7%) qy ienHW ivcoN bhuqIAW Aksr mnuKI glqI (28%) nwl vwprIAW hn jW iPr mSInrI dy PylH ho jwx nwl (34.1%) ldweI vyly vsqW dw f`ulH jwxw Awm ijhI g`l hY (51.8%)[ pr ienHW iv`coN 80% kysW ivc f`ulH jwx vwly mwl dI mwqrw 1000 iltr qoN G`t sI[ durGtnwvW jo jrnYlI sVkW ‘qy vwprdIAW hn au`Qy lok sB qoN v`D Kqry ivc huMdy hn[ ieho ijhy hwdsy ku`l durGtnwvW dy 16.2% bxdy hn jW dUjy SbdW ivc 10,000 mwl ldweI iv`coN isrP 0.27% bxdw hY[ auh durGtnwvW ijnHW ivc qrl 5000 iltr qoN v`D f`uilHAw, aunHW GtnwvW iv`c aunHW dy vwprn dw kwrx sVk auqy vwpry hwdisAW krky sI[ (hwdisAW dw 56.8%) Pyr vI ieh v`fy hwdsy swrIAW durGtnwvW dy kyvl 6.4% bxdy hn[ bhuq swry kysW ivc (67.9%) m`uKmwl A`g l`gx vwlw qrl sI (Awm krky krUf Awiel) A`g lgx vwlIAW durGtnwvW k`ul GtnwvW dw 11% bxdIAW hn jW kih lvo ik 10,000/- ldweI-BrweI ivcoN kyvl 18 tYNkW vwly tr`kW dIAW GtnJANUARY / FEBRUARY 2014

has also loomed large since the Lac Megantic tragedy, with the federal government writing some big cheques for the clean-up and recently calling for increased insurance coverage for rail carriers and shippers. According to the CTA white paper, the determination of liability, and who shall bear the costs of that negligence, is a statement of the public interest and public policy. However, it says the growing trend of shippers seeking to include clauses in freight contracts indemnifying them from liability is contrary to both the public interest and public policy. CTA calls for coordinated action by both the federal and provincial governments in the form of an amendment to the federal and provincial statutes and regulations to annul clauses in freight contracts which indemnify shippers/3PLs from liability for their own negligence.

“I think we can conclude from this white paper that overall the TDG regulations are effective in preventing dangerous goods incidents where trucks are involved,” says CTA president and CEO, David Bradley.

A CTA advisory committee on dangerous goods has been struck to look at the regulations in more detail, “so this is our first word on the subject,” says Bradley. “But we strongly believe the most effective thing governments can do is to take the recommended actions to reduce the risk of highway accidents and to make sure that the parties whose negligence causes an accident are held liable for the claims.”

Transport Canada estimates that 70% (tonnage) of dangerous goods are transported by road, 24% by rail; 6% by marine; and less than 1% by air. The most commonly transported dangerous goods are crude petroleum oil, gasoline and fuel oils. The actual number of shipments of dangerous goods transported by2/8/13 truck is9:22 unknown.

CTA esHowesDieselTruckingS13.pdf 1 AM timates there are at least 2 million – and likely many more – dangerous goods shipments of various sizes by truck each year in Canada.

wvW ivcoN 16.7% m`uK mwrgW a`uqy hoeIAW durGtnwvW kwrx vwprIAW sI tI ey leI kIqw igAw ieh ivSlySx drswauNdw hY ik ienHW ivcoN 80% GtnwvW iek`lIAW g`fIAW dy hwdsw-gRsq hox nwl vwprIAW[ lYk mYjYNitk duKWq vwprn qoN bwAd Kqrnwk mwl dy hwdisAW ivc hrjwny dw mslw sBnW dy idmwg ivc CwieAw hoieAw hY[ ies sMbMDI PYfrl srkwr ny hwdisAW ivc f`ulHy qrlW dI sPweI leI v`fIAW rkmW Krc kIqIAW hn[ ies kwrx hI ryl g`fIAW qy smwn Fox vwilAW leI v`D bImw-sur`iKAw dI mMg kIqI geI[ sI tI ey dy qQ drswaU p`qr Anuswr hrzwny dI dr inXmq krn dI g`l Aqy lwprvwhI vrqx vwilAW ivru`D hrjwnw Brn dI sUrq Awm jnqw dI BlweI ivc swbq hoeygI[ ieh p`qr ieh vI dwhvw krdw dY ik FuAweI dIAW SrqW ivc mwl vwhkW nUM hrjwny qoN mukq krnw lok BlweI dy ault jWdw hY[ sI tI ey prDwn qy mu`K kwrjkwrI APsr fyivf brYfly dw kQn hY “myry iKAwl iv`c tr`kW bwry tI.fI.jI. inXm Kqrnwk vsqW dIAW durGtnwvW rokx ivc pRBwvSwlI swbq hoey hn[ ienHW vsqW dI FoAw-FuAweI bwry sI.tI.ey. dI slwhkwr kmytI nUM ikhw igAw hY ik auh ienHW inXmW dI ivsQwr nwl GoK kry[ brYfly dw kihxw hY, “ieh kdm aunHW vloN ies mwmly ivc SurUAwq smJI jwvy[ ieh vI gMBIrqw nwl mihsUs kIqw jw irhw hY ik sVkW au`qy durGtnwvW dy Kqry nUM G`t krn leI srkwrW bhuq hI Asrdwiek kMm kr skdIAW hn[ ies kMm leI aunHW isPwrSW au`qy Aml krnw cwhIdw hY ijnHW ivc lwprvwhI krn vwilAW nUM hrjwny dy izMmyvwr Tihrwaux leI ikhw igAw hY[“ trWsport kYnyfw dw AMdwzw hY ik Kqrnwk mwl dw 70% Bwg sVkW rwhIN FoieAw jWdw hY qy 24% ryl g`fIAW rwhIN, 6% smu`Mdr rwhIN qy 1% qoN G~t hvweI jhwzW rwhIN[ ies mwl iv`c sB qoN vD Kqrnwk k`cw (krUf) qyl, gYs Aqy bwlxXog qyl hn[ tr`kW rwhIN Foey jWdy Kqrnwk vsqW dy sMbMD koeI igxqI imxqI nhIN hY[ sI.tI.ey. dw AMdwzw hY ik Kqrnwk vsqW dIAW v`K v`K mwqrw vwlIAW ldweIAW dI igxqI do imlIAn jW ies qoN vI v`D hY[

Release your rig’s inner beast!

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Trucking with

By: PASH BRAR

Lease or Loan?

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lot of my clients often ask whether a lease or a loan for their upcoming equipment purchase, is a better option for them.

There are advantages and disadvantages to both. It really depends on each individual or company making the purchase, and the circumstances surrounding it.

With a lease, the leasing company purchases the equipment and it is registered in the leasing company’s name. The driver or company then makes monthly payments for the use of this equipment. A leasing company can put restrictions on the equipment, such as not allowing alterations, or mileage restrictions. There is also a residual value at the end of a lease. The residual value is the amount that the equipment can be purchased for to buy it outright. The residual value can be re-leased and there can be options for the equipment to be returned to the leasing company. If returning equipment the residual value may have to be guaranteed or a possible penalty may be imposed. Working with drivers every day, I find the majority prefer leases over a traditional loan. However, personally I don’t want to restrict driving or impede a driver’s work in any way. I put in a residual value of $1 to avoid restrictions and pay the equipment off.

The driver is paid up in full with the end of the lease and off they go with their paid off equipment. This opens doors for drivers to work as much as they want to. With a lease there can be certain tax advantages. The payments and taxes can be used as possible write offs. The payments are tax deductible and the GST portion can be claimed. Expensing the payments for a lease is done rather than depreciating the equipment as a capital cost. The equipment does not appear on your balance sheet, which helps with debt to equity ratios.

With a traditional loan, the equipment is put in the driver’s name, and it is paid back in installments until paid in full, just like a car loan. I’ve seen only a few clients go this route, and every single one of them did it for the exact same reason; they wanted to claim the GST back immediately. They could not afford the down payment and needed the GST back to live on after they cleaned out their bank accounts. Claiming the GST in one lump is an advantage to the traditional loan, but if you can barely cover your down payment - Pash Brar B.A. Pash is a mobile leasing representative with Auto One Leasing LP in Vancouver.

She has a banking, collections and accounting background. She specializes in importing vehicles and trailers from the USA.

18

myry koLoN slwh lYx vwLy bhuqy lok mYnUM Aksr pu`Cdy hn ik aunHW vloN KrIdIAW jwx vwLIAW g`fIAW Aqy swzo-smwn leI lIz dw qrIkw cMgw hY ik lon dw[ ienHW dohW qrIikAW iv`c lwB-hwnI dy dovyN AMS mOjUd huMdy hn[ieh &Yslw smwn KrIdx vwLy ivAkqI jW kMpnI au~qy inrBr krdw hY qy nwL hI ieh &Ysly iv`c hwlwq vI Swiml huMdy hn[ lIz vwLy qrIky iv`c lIz dyx vwLI kMpnI Awp g`fI jW smwn KrIddI hY qy ieh g`fI qy smwn kMpnI dy nW au~qy rijstrf huMdy hn[ies smwn dI vrqoN bdly frweIvr jW kMpnI mwhvwrI pymyNt krdI hY[lIz dyx vwLI kMpnI ies g`fI qy smwn iv`c iksy qrHW dI qbdIlI jW s&r sbMDI bMdSW lw skdI hY[ies dy nwL hI lIz dy ^qm hox au~qy smwn dI rYzIifaUl kImq dw vI svwl KVHw huMdw hY[rYzIifaUl kImq auh rkm huMdI hY ijs nwL g`fI jW smwn nUM muVky lIz au~qy ilAWdw jw skdw hY jW auh g`fI jW smwn lIz dyx vwLI kMpnI nUM vI id`qw jw skdw hY[jy g`fI nUM vwps krnw hovy qW rYzIifaUl kImq dw inrnw krnw pYNdw hY Aqy aus bdly ku`J lYx-dyx krnw pYNdw hY[frweIvrW nwL roz vwh pYx kwrn mYnUM mihsUs huMdw hY ik bhuq swry frweIvr rsmI krzw lYx dI QW lIz nUM psMd krdy hn[pr mYN frweIvrW dy rwh iv`c AVcx nhIN bxdI[ie`k fwlr rYzIifaUl kImq qwrky bMidSW qoN bcwA ho jWdw hY qy g`fI qy smwn dI AdwiegI ho jWdI hY[frweIvr lIz ^qm hox q`k pUrI rkm qwr dyNdw hY qy auh KuSI-KuSI g`fI qy smwn pRwpq krky ivdw huMdw hY[ies qrHW frweIvr mnmrzI nwL Awpxw kMm vDw skdy hn[ lIz dy qrIky nwL tYks bwry vI lwB huMdy hn[ieh pymyNts qy tYks nwm mwqr hI huMdy hn[pymyNts iv`c tYks k`ty jWdy hn qy jI.AY~s. tI porSn vwps lY ilAw jWdw hY[pymyNts au~qy ^rc nhIN huMdw[g`fI jW smwn bYlYNs SIt au~qy nhIN cVHdy ijs nwL krzw lYx iv`c shUlq imLdI hY[ rvwieqI krzy iv`c g`fI jW smwn frweIvr dy nW au~qy cVH jWdy hn[ieh krzw kwr lon dI qrHW ikSqW rwhIN pUry dw pUrw auqwrnw pYNdw hY[mYN ku`J frweIvrW nUM ies qrHW krdy dyiKAw hY[auh ies kwrn krky hI ieh rwh ApxwauNdy hn[iehI kwrn hY ik auh jI. AY~s. tI. nUM J`tpt vwps lYxw cwhuMdy hn[auh g`fI dI bxdI pySgI rkm nhIN dy skdy qy jdoN aunHW koL bYNk bYlYNs iv`c ku`J nhIN bcdw qW guzwry leI aunHW nUM jI. AY~s. tI dI loV pYNdI hY[rvwieqI krzy iv`c jI. AY~s. tI. nUM ie`k hI ikSq vwps lY skx dI shUlq bhuq lwBdwiek hY[pr jy qusIN pySgI rkm muSkl nwL hI dy skdy ho qy quhwfy pws koeI b`cq vI nhIN hY qW quhwnUM koeI v`fI g`fI jW smwn ^rIdx qoN pihlW ku`J b`cq krdy rihxw cwhIdw hY[pYsy dI qMgI iv`c jI. AY~s. tI. lYxw cMgI g`l nhIN hY[ieh vI ho skdw hY ik ieh rkm koeI &zUl ^rc krn leI hI leI geI hovy[ieh rkm iksy hor pwsy vI vrqI jw skdI hY jo TIk JANUARY / FEBRUARY 2014

JANUARY / FEBRUARY 2014

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and have nothing to live on, it may be in your best interest to continue saving some money before making a major equipment purchase. Claiming GST is not a quick fix to a tight financial situation. It may be just a temporary solution to over spending and mismanaging funds. I live and work in the Vancouver, BC area and deal mainly with BC drivers. Our Harmonized Sales Tax or HST was removed in April 2013, and that brought about changes with prorate in BC that effect drivers with traditional loans. Specifically an exit tax was brought in. It wasn’t apparent until now as drivers were busy working in spring and summer and no one cut their prorate plates. Now with winter conditions arriving, some drivers like to take time off for vacation. They cut their prorate plates and put storage insurance on their equipment. If the equipment ceases to be prorated, they may be subject to a 7% exit tax of the depreciated purchase price of the equipment. If the equipment is leased, it is not subject to this exit tax. If the equipment is being used primarily in BC, or if it’s registered outside of BC, then the equipment is not subject to the exit tax. Those with traditional loans may find themselves paying $10,000 on newer equipment just to get their prorate plates reinstated. If changing fleets, make sure you get your new prorated plate the same or next day to avoid the exit tax. In BC, please call your prorate insurance office before you consider cancelling your plates, and your agent can guide you. I know my clients are well protected from the exit tax with leases which are not subject to exit tax. So when looking to purchase any equipment, it’s important to talk to your finance person or institution about what option is best for you. Each situation and each client is different, so discuss what is best for YOU, whether it’s a loan or a lease, or even a full cash buyout. I encourage my clients to see their accountants as well before making any purchase decisions. They know what’s best when it comes to your taxes, so please use that as a resource.

Full length boat tails on Canadian trucks are one step closer to becoming a reality

Currently, there are no full length boat tails operating on Canadian highways. The Canadian Trucking Alliance (CTA), expects this to change as a result of a published regulation change to Canadian Motor Vehicle Safety Standard 223 (CMVSS 223).

The changes will allow for greater variety of “boat tail” designs to be used by trucking companies once the provincial regulations are updated. Boat tails are devices installed on the rear of trailers that reduce aerodynamic drag, thereby reducing GHG emissions from heavy commercial trucks that adopt the technology. Prior to the change by Transport Canada, the regulations severely restricted the ability for provinces to address boat tails in their own regulations and thereby the ability for trucking companies to deploy the use of this technology.

Boat tails are in wide spread use in the United States and this change sets the stage for the use of this technology on a North American scale. The revisions to the standard were championed by the Canadian Trucking Alliance (CTA), its provincial association partners, as well as the provincial and territorial governments that participated on the Task Force on Vehicle Weights and Dimensions. The next important step in the process will be for all provincial associations to work with their government partners to bring about regulatory changes to allow the widespread adoption of this technology.

JANUARY / FEBRUARY 2014

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Does Your Biz Have Employees Aged 60 to 70?

Changes to the way you deduct Canada Pension Plan (CPP) contributions for your employees aged 60 to 70 came into effect in January 2012.

CPP deductions for employees aged 60 to 70 • You have to deduct CPP contributions for all employees who are 60 to 65 years of age -- even if the employee is receiving a CPP or Quebec Pension Plan (QPP) retirement pension and did not contribute in the past.

• You must also deduct CPP contributions for all employees who are 65 to 70 years of age, unless they choose not to contribute to the CPP by giving you a signed and completed copy of Form CPT30, Election to Stop Contributing to the Canada Pension Plan, or Revocation of a Prior Election. They also have to send the original Form CPT30 to the Canada Revenue Agency (CRA).

• Workers who were at least 65 years of age in 2012, receiving a CPP or QPP retirement pension, and who had chosen to stop contributing to the CPP can start contributing again if they want to, but they have to wait until the next calendar year. They will be able to do so by giving their employer another signed CPT30 and sending the original to the CRA. • After the month in which they turn 70 years of age, employees can no longer contribute to the CPP. Consequences If you, as the employer, do not deduct or remit CPP contributions to the CRA, you may have to pay your employee’s share and your share of the CPP contributions. If you do not remit the contributions to the CRA by the due date, you may also be charged penalties and interest. For more information, go to www.cra.gc.ca/payroll and select “Penalties, interest, and other consequences.”

Employees working in Quebec and other workers not subject to the CPP are not affected by these changes.

JANUARY / FEBRUARY 2014

21

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

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ith all the snow and ice on the roads at this time of year, questions about how the power divider works and when it should be engaged are being asked again. Drivers, along with most mechanics, don’t understand how an inter-axle differential actually functions. The Inter-Axle Differential (IAD), commonly referred to as the “Power Divider”, is by far the least understood component of a truck’s powertrain.

The most common misunderstanding is that a truck is driven by one differential until the power divider is engaged or “locked”, when in fact; a truck is driven by both differentials (all 4 set of wheels) on a tandem tractor whether the power divider is locked or unlocked as long as there is good traction.

The power divider accepts torque from the driveline and distributes it equally to the two differentials on a tandem axle truck. This assembly is of the two-gear design consisting of an input shaft, inter-axle differential, side gear, output shaft and two constant-mesh helical gears. The power divider compensates for minor variations in speed between the two axles on a tandem axle truck, the same way the wheel differential works between the two wheels of a single drive axle. The power divider also acts as a central point in distribution of torque to the two axles.

The power divider includes a driver-controlled, air-operated lockout. When lockout is engaged, it mechanically prevents inter-axle differentiation for better performance under poor traction conditions. In other words it locks the front and rear drive shafts together forcing one wheel on the front axle and one wheel on the back axle to spinout before the truck loses traction. With the power divider unlocked, a tandem axle truck can completely lose traction by spinning one wheel on either axle.

Lockout should only be engaged when both axles are rotating at the same speed. Operation should be limited to low-traction situations and should be disengaged when normal traction returns. Failure to do so will result in poor handling and damage to the axle components. Prolonged operation with the lockout engaged can damage axle and driveline components.

Here are a few “Tips” for proper IAD operation.

• The IAD switch should be in the “Unlock” position for normal operating conditions where there is good traction.

• “Lock” the IAD at any speed when approaching or anticipating icy or poor driving conditions to provide improved traction.

• Always unlock the IAD when the need for improved traction has passed or when the vehicle is on a good road or highway.

• After locking or unlocking the IAD, let up on the accelerator to provide an interruption in torque to the drivetrain.

• Do not actuate the IAD switch while one or more wheels are slipping, spinning or losing traction, or damage to the differential or axle shafts can result.

• Do not spin the wheels with the IAD unlocked, or damage to the power divider could result.

If you have any questions about your power divider or any other powertrain related subject, call Coastline Transmission toll free at 1-888-686-4327.

JANUARY / FEBRUARY 2014

Freight Volume-Rate Reality Hasn’t Matched Carrier Expectations More carriers in the U.S. are also expressing optimism for increases in volumes.

The steady growth of the economy is producing increasingly positive expectations from carriers, according to the latest survey by Transport Capital Partners. Since the fourth quarter of 2012, positive volume expectations have risen to 61% from 29%.

A majority of carriers are also expecting rates to climb over the coming 12 months. Almost three times as many carriers are optimistic about rate increases than those that are pessimistic. Smaller carries (those grossing under $25 million per year) are slightly more positive about rate expectations that their larger counterparts - 65% vs. 60%. “Volumes and rates continue to be more entwined as positive GDP numbers are laid on top of effective capacity brought down by the CSA driver hour mandates,” says Steven Dutro, TCP Partner. “If 5-10% of driver hours have been reduced in the systems, 5 to 10% more drivers are required with higher pay. And in most cases it appears carriers will need to buy more trucks, adding to their fixed costs.”

However, despite this optimism, rate and volume growth has yet to fully materialize – aside from the construction, petroleum, and seasonal freight sectors. For the past 16 quarters (since February 2010), a majority of carriers have expected rates to increase. However, it is only since the first quarter of 2013 that rates have actually risen, says TCP. Seventy-two percent of carriers saw rates remain the same for this quarter. This quarter, more smaller carriers experienced rate increases than larger carriers – 36% vs. 20%.

In the OTA’s Q413 Business Expectations survey released last month, carriers reported significant improvements in volumes over the last few months -- including southbound lanes.

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Newest Diesel Engines ‘Dramatically’ Cleaner Than Expected - A Study

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A new study says the reduction in emissions in the latest model cleandiesel engines has exceeded the amount required by law, says the Diesel Technology Forum.

The study, released by the Coordinating Research Council in cooperation with the Health Effects Institute, found a more than 60% reduction in emissions of nitrogen dioxide in post 2010 engines as compared to previous 2007 models, and 99% reduction compared to 2004 models. The study notes that the reductions “exceeded substantially even those levels required by law.”

“These findings underscore just how clean this new generation of fuels, engines and emissions control technology really is, coming in substantially cleaner than required under the EPA and California Air Resources Board standards” says Allen Schaeffer, executive director of the Diesel Technology Forum, an organization representing the diesel industry.

The Coordinating Research Council is an organization that directs engineering and environmental studies on the interaction between automotive/ other mobility equipment and petroleum products whose partners include both government and industry.

The Health Effects Institute is an independent research organization that studies science on the health effects of air pollution whose sponsors include both the federal government and vehicle and engine makers.

The Advanced Collaborative Emissions Study is a multi-party five-year research effort to test the emissions and health effects of the new technology diesel engines to document the improvements that have been made and to ensure that there are no unintended emissions from this new technology. This portion of the ACES study builds on the findings from Phase 1 completed in 2009 that found substantially lower levels of emissions of particulate matter than anticipated. In that case 2007 engines were 99% lower compared to 2004 models. “Not only are the 2010 and later model year technology near zero emissions for fine particles, this study confirms that they are also substantially below the EPA/CARB standard for one of the key precursors to ozone formation, nitrogen dioxide,” says Schaeffer.

The findings ultimately translate into clean diesel technology delivering significant clean air benefits for local communities.

“There is also great confidence in this new generation of clean diesel technology from those that use it every day,” says Schaeffer “According to our research, today more than 11% of the commercial trucks and buses on the road are using the 2010 or newer generation of clean diesel technology; and more than one-third are using 2007 and newer technology.”

These near-zero levels of emissions is a result of the highly integrated clean diesel system, cleaner ultra low sulfur diesel fuel, advanced engine technologies and emissions control systems, says Schaeffer.

Starting Jan. 1, 2014, heavy-duty engine and truck makers will offer new models that comply with the additional new standards for lower emissions of carbon dioxide and minimum fuel economy levels, as required by EPA and the National Highway Traffic Safety Administration.

“This clean diesel, clean air success story is due to the billions of dollars in investments made by engine manufacturers, fuel suppliers and emissions control technology companies. While this study is limited to highway diesel engines used in commercial trucks and buses, over the last five years virtually the same requirements, such as cleaner diesel fuel and progressively lower emissions standards, have been phased in for a large portion of new non-road engines,” Schaeffer says. “This coming year marks one of the key emissions milestones from some of the larger diesel engines used in off-road machines and equipment and marine vessels and locomotives.”

The full study can be found at the Diesel Technology Forum website.

fIzl tYknwlojI Porm Anuswr ie`k kIqI geI Koj dy is`ty ieh swbq krdy hn ik nvyN klIn fIzl ieMjxW ‘c inkldy DUMeyN dI mwqrw aus qoN vI G`t hY ijhVI ik kwnUMn Anuswr cwhIdI hY[ ies AiDAn dy nqIijAW nUM hYlQ iePYkts ieMstIicaUt dy sihXog nwl jwrI krdy hoey koAwrfInyitMg irsrc kONsl ny d`isAw hY ik 2010 qoN bwAd ‘c bxy ieMjxW ‘c nweItrojn AwksweIf dy inkws ‘c pihlW dy 2007 mwflW nwloN 60% dI kmI AweI hY Aqy 2004 mwflW nwloN qW hor vI izAwdw Bwv 99% G`t[ ies st`fI Anuswr ijs kmI dI kwnUMn v`loN mMg kIqI jw rhI hY ieh qW aus qoN vI ikqy v`D hY[ fIzl tYknwlojI Porm, ijhVw ik fIzl ieMfstrI dI pRqIinDqw krdw hY, dy AYln SYPr dw kihxw hY ik ies qoN pqw lgdw hY ik kwnUMn Anuswr loVINdy swP p`Dr nwloN vI ieh qknIk ikMnI vDyry swP hY[ koAwrfInyitMg irsrc kONsl ie`k auh sMsQw hY ijhVI ieMjnIAirMg Aqy vwqwvrx AiDAnW sbMDI srkwr Aqy ieMfstrI nwL sbMDq lokW nUM Awtomoitv Aqy moibiltI swz smwn vrqx vwilAW leI idSw inrdyS idMdI hY[ hYlQ iePYkts ieMstIicaUt ie`k auh Kud muKiqAwr sMsQw hY ijhVI eyAr plUSn kwrn ishq ‘qy pYx vwLy pRBwvW sbMDI Koj krdI hY[iesdy spWsrw ‘c PYfrl srkwr Aqy vhIkl bxwaux vwLy dovyN Swml hn[ AYfvWsf kolYboryt AimSnz st`fI bhu pwrtIAW dw ie`k auh pMj swlw Koj Xqn hY ijs ‘c nvIN qknIk Aqy fIzl ieMjxW ‘coN inkldy DUMeyN dw ishq ‘qy pRBwv pYx dw pqw lw ky aunHW ‘c nvIN qknIk rwhIN suDwr krn jW ibhqr bxwaux sbMDI suJwA id`qy jwxgy[ ey sI eI AYs dw ieh AiDAn 2009 ‘c Pyj 1 ‘c kIqy gey AiDAn dIAW isPwrSW ‘qy ADwrq hY [ ies hwlq ‘c 2007 dy ieMjx 2004 mwflW dy ieMjxW nwloN 99% G`t DUMAW C`fdy hn[ SYPr Anuswr vwqwvrx ‘c ieh nvyN ieMjx G`t nweItrojn fwieAwksweIf hI nhIN C`fdy sgoN eI pI ey/sI ey Awr bI dy imQy gey stYNfrfW qoN ikqy au`pr hn[ ienHW is`itAW dw ieh Pwiedw hY ik ies swP suQrI qknIk nwl swfI nvIN pIVHI Aqy kimaUntIAW nUM swP hvw iml skygI[ SYPr dw ieh vI mmnxw hY ik nvIN pIVHI ‘c swP fIzl tYknwlojI jo AsIN hr roz vrqWgy sbMDI jwx ky pUrw ivSvws hY[ ie`k Koj Anuswr A`j kmRSl tr`kW Aqy b`sW ‘coN 11% q`k sMn 2010 dI nvIN qknIk dI vrqoN krdy hn: jdoN ik ie`k iqhweI qoN v`D hn jo 2007 vwLI qknIk dI vrqoN kr rhy hn[ l`g B`g nw mwqr AimSn p`Dr dy hox dw kwrn hY bhuq hI swP fIzl isstm, bhuq hI izAwdw G`t p`Dr dw slPr fIzl iPaUl Aqy nvIn ieMjx qknIk qy AimSn kMtrol isstm[ pihlI jnvrI 2014 qoN hYvI ifautI ieMjx Aqy tr`k bxwaux vwlIAW kMpnIAW Aijhy nvyN mwfl pyS krngIAW ijhVy kwrbn fwieAwksweIf dy G`t AimSn dy p`Dr Anuswr hoxgy Aqy aunHW inXmW muqwbk hoxgy ijhVy eI pI ey Aqy nYSnl hweIvyA trYiPk syPtI AYfminstrySn ny imQy hoey hn[ SYPr dw kihxw hY ik swP suQry fIzl Aqy swP hvw dI kwmXwbI dI khwxI kyvl qW hI sMBv ho skI hY ikauN ik ies ‘c ieMjx bxwaux vwilAW, iPaUl splwierz Aqy AimSn kMtrol krn vwlIAW tYknwlojI kMpnIAW ny kroVW fwlr Krc kIqy hn[ aunHW dw kihxw hY ik ieh AiDAn kyvl hweIvyA ‘qy c`lx vwly b`sW tr`kW dy ieMjx sbMDI hY[ aunHW dw kihxw ieh vI hY ik swP fIzl iPaUl Aqy ies qrHW dy hor vwqwvrx nUM swP r`Kx vwly swDnW dI sVk ‘qy nw c`lx vwly ieMjxW leI vI vrqoN kIqI jwvygI[ ies Awaux vwly swl ‘c ies qrHW dy swDn mrIn vYsl Aqy lokomoitv leI vI vrqy jwxgy[ ieh swrw AiDAn qusIN Diesel Technology Forum website. ‘qy vI vyK skdy ho[

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27

White Paper Questions Reliability of CSA Data, Methodology A white paper issued by the American Trucking Associations discusses data and research on the connection between CSA scores and crash risk. The conclusion? Problems with the data and methodology deployed by the CSA safety-rating program “produce an imperfect and unreliable measure of a carrier’s safety record,” and is therefore unreliable for drawing conclusions about the crash risk of individual carriers, says ATA. As Fleet Owner reports, the white paper states that scores in at least three of the system’s measurement categories don’t bear a positive correlation to crash risk. Even in those categories that generally have a positive correlation to crash risk, the paper points out that there are tens of thousands of real-world “exceptions” -- carriers with high scores and low crash rates and vice-versa. “ATA continues to support the objectives of CSA and to call for improvements to the program,” said ATA president & CEO Bill Graves. “However, data and methodology problems continue to plague the system and the accuracy and reliability of companies’ scores.

“It may make sense for FMCSA to use scores in those categories that correlate positively with crash risk to prioritize companies for enforcement review,” he continued. “In the process, FMCSA can verify whether or not the scores paint an accurate picture.

“But third parties (shippers and brokers etc.) need to know that for the purposes of drawing conclusions about individual carriers, the scores are unreliable,” cautioned Graves.

In addition, SMS scores can be used by plaintiffs’ attorneys and prosecutors in the context of post-crash litigation. “The question is whether or not the scores can be routinely relied upon to make sound, beneficial judgments about the safety posture of individual carriers,” says ATA. “Similarly, courts must be concerned with whether or not SMS data meet Federal and jurisdictional rules of evidence which require that the data be ‘trustworthy’ and rest on a reliable foundation.” “The relationship between scores and crash risk is impacted by a number of data and methodology problems that plague the system,” states ATA. What’s more, the identified correlations between scores and crash risk “represent industry-wide trends that often don’t hold true for individual carriers.”

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JANUARY / FEBRUARY 2014

Lower Fuel Prices Forecast for the year 2014

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Look for fuel prices to be lower next year, according to a new report from the U.S. Energy Department’s Energy Information Administration. It forecasts diesel fuel prices, which averaged $3.97 per gallon in 2012, are projected to average $3.92 per gallon this year and $3.77 per gallon in 2014.

Regular-grade gasoline retail prices is projected to fall from $3.63 per gallon in 2012 to an average of $3.50 per gallon this year and $3.43 per gallon in 2014.

Estimated U.S. crude oil production averaged 8 million barrels per day in November, the highest monthly level since November 1988, will average 7.5 million in 2013 and 8.5 million in 2014.

EIA expects that West Texas Intermediate crude oil prices will average $96 per barrel during the fourth quarter of 2013 and $95 per barrel during 2014. It averaged $106 per barrel during September but fell to an average of $94 per barrel in November.

Brent crude oil spot prices fell from a monthly average of $112 per barrel in September to $108 in November. EIA expects the Brent crude oil price to continue to weaken as nonOPEC supply growth exceeds growth in world consumption.

The Brent crude oil price is projected to average $108 per barrel in December 2013 and $104 per barrel in 2014.

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29

The Tooth-Friendly Diet O

ral health is related to diet in many ways. There is a need to understand the relationship between nutrition and oral health to prevent many dental diseases. Research has progressed a great deal to ascertain the factors that cause tooth decay. Originally, only sugar was blamed for tooth decay but nowadays, we know that there are a variety of factors that are responsible for decayed teeth in people of all ages.

What food we eat, passes through our mouth. Here it meets the germs, or bacteria, that live in our mouth. These bacteria love sugars found in many foods. When we don’t clean our teeth after eating, plaque mixes with sugar to produce acids that can destroy the hard surface of the tooth, called enamel. After a while, tooth decay happens.

Choice of foods The food that you eat affects your mouth not only by building healthier teeth and gums, gLy dI ishq dw Awm qOr ‘qy swfy Bojn but also by helping prevent tooth decay and gum disease. Hence it is important that you nwL keI qrHW dw sbMD hY[ dMdW dIAW bhuq choose the best diet for your teeth, including what foods to eat, what beverages to drink, swrIAW ibmwrIAW nUM rokx leI swnUM gLy dI as also what foods to avoid. A healthy diet rich in fruits and vegetables, whole grains, lean ishq Aqy Kurwk dy sbMD nUM smJx dI loV hY[ proteins, and unsaturated fats will benefit your overall oral health. kIqIAW KojW qoN ieh g`l swhmxy AweI hY ik Our endeavour in this column is to educate you on how to select the best diet for good keI kwrn hn ijhVy dMdW nUM Krwb krn ‘c dental health. kwrn bxdy hn[ pihlW pihlW qW ieh hI • Teeth and Calcium: Calcium, the mineral that forms the majority of your teeth’s mass, smiJAw jWdw sI ik kyvl KMf hI hY jo dMdW nUM is an important nutrient for maintaining healthy, strong and resilient teeth. You must include Krwb krn dw kwrn bxdI hY[ pr hux pqw calcium in your diet because your body can’t manufacture it. A diet with adequate calcium l`gw hY ik KMf hI nhIN keI hor kwrn vI hn will help prevent tooth decay. When a diet is low in calcium, the body draws the mineral jo dMdW nUM nukswn krdy hn[Aqy ieh sB aumr from teeth and bones, which can increase your risk of tooth decay and the incidence of dy lokW ‘qy Asr krdy hn[ cavities. If dietary calcium is insufficient, you are at a greater risk for gum disease. Good ijhVI vI Kurwk AsIN KWdy hW auh swfy mUMh calcium sources are found in dairy foods like milk, cheese, and yogurt; fish; and in some rwhIN hI AMdr jWdI hY[ ie`Qy Bojn dw tkrwA vegetables such as broccoli, peas, leafy greens, sesame seeds dried figs and apricots. aunHW jrmW jW bYktIrIAw nwl huMdw hY ho • Teeth and Vitamin C: Deficiency of Vitamin C causes the gums to become red from swfy mUMh ‘c hn[ ieh bYktIrIAw KMf dy bhuq inflammation, swelling and hence gums bleed easily. All fruits (particularly citrus fruits ipAwry hn jo ik bhuq swry BojnW ‘c such as orange and grapefruit, mango, papaya, pineapple, strawberries, waterhuMdI hY[ jdoN AsIN Kwxw Kwx qoN bwAd melon) and vegetables (broccoli, cauliflower, spinach, cabbage, turnip, sweet Awpxy dMd swP nhIN krdy qW plyk and white potatoes, tomatoes and other leafy greens) contain some amount of KMf nwl iml ky ie`k iksm dw qyzwb vitamin C. If you suffer from bleeding gums and your dentist rules out poor bxwaNudI hY jo dMdW dy sKq ql ijs dental hygiene, include Vitamin C in your diet. nUM eInyml kihMdy hn, nUM Krwb kr • Teeth and Fruits and Vegetables: Fruits and vegetables promote good idMdI hY[ ies qrHW kuJ smyN bwAd dMd dental health; so include them in your daily diet. The vitamins, minerals and Krwb hoxy SurU ho jWdy hn[ antioxidants in these foods protect teeth and gums. Crunchy fruits and vegKwx vwLy Bojn dI cox gies are excellent for your teeth in two ways. The crisp texture acts as a decMgw Bojn jo qusIN KWdy ho ieh qhtergent on teeth, wiping away bacteria that can cause plaque. Additionally, wfy gL nUM cMgy Aqy SkqISwlI dMd Jagdeep Kaur these foods require a lot of chewing, which increases the production of saliva Aqy msUVy bxwaux ‘c hI mdd nhIN B.D.S, M.P.H neutralizing the acid creation by the bacteria. krdw sgoN dMdW nUM Krwb hox qoN rokx • Foods to Avoid: While it’s important to have a varied diet, some food Aqy msUiVHAW dIAW ibmwrIAW qoN vI choices are a lot less tooth-friendly than others. Foods that are chewy and sticky are more bcwauNdw hY[ ies leI ikhVw Bojn qusIN KWdy likely to stay on your teeth longer and cause decay. Any food or drink high in acid can raise ho, kI qusIN pINdy ho ies dI cox TIk FMg nwl the level of acid in your mouth. Likewise if your diet consists largely of nutritionally poor kro[ nwL hI ieh iDAwn r`Kx dI loV hY ik foods, i.e., junk food, your oral health is bound to suffer. ikhVI cIz Kwx jW pIx qoN bcxw hY[ quhwfI The strongest teeth are the ones that grow with the help of good wholesome food such as smu`cI ishq leI zrUrI hY ik qusIN &l Aqy milk, cheese, eggs, fish, meat, vegetables, cereals and fresh fruit. These foods contain calci- sbzIAW smyq, hol gryn, lIn pRotInz Aqy um and other minerals which are essential for maintaining healthy teeth and gums. Drinking AnsYcUrytf PYt dI vrqoN kro[ ieh quhwfI plenty of water keeps mouth moist and protects teeth from cavities. Oral health problems gLy dI ishq qoN ibnw bwkI srIr dI ishq can be prevented by: Eating a healthy balanced diet of fruits, vegetables, lean protein and cMgI r`Kx ‘c vI shweI hovygI[ pr ies lyK low-fat dairy products and whole grains that provide essential nutrients for optimum oral ‘c swfw mu`K mMqv quhwnMU ieh d`sxw hI hY ik health and overall health. Even foods and drinks that are good for your teeth, like milk, dMdW dI sMBwl ikvyN krnI hY[ contain sugars. No matter what you eat, it’s important to brush and floss afterward — or dMd Aqy kYlSIAm at least to rinse your mouth with water. Brush twice a day using either a manual or power dMdW dw mu`K ADwr bxwaux vwLI kYylSIAm toothbrush, and remember to visit a dentist at least twice a year for checkups. dMdW nMU Arog, lckIly Aqy SkqISwlI r`Kx 30

dMdW leI shweI Bojn

JANUARY / FEBRUARY 2014

‘c vI mh`qvpUrn BUimkw inBwaNdI hY[ ikauN ik quhwfw srIr iesnUM shwiek huMdIAW hn[ bhuqw pwxI pIx dw ieh Pwiedw huMdw hY ik ieh nhIN bxw skdw ies leI quhwnUM Awpxy Bojn ‘c kYlSIAm dI vrqNo quhwfy gLy nUM nm r`Kdw hY Aqy dMdW ‘c KoVHW pYx qoN bcwauNdw hY[ zrUr krnI cwhIdI hY[ jy quhwfy Bojn ‘c kYlSIAm dI Fu`kvIN mwqrw gLy dIAW ishq sbMDI muSklW nUM rokx leI: &lW, sbzIAW lIn hovygI qW ies nwl quhwfy dMd Krwb hox qoN bc skdy hn[ pr jdoN pRotIn, loA PYt Aqy fyArI pdwrQW dI vrqoN krnw Aqy hol gryn dI quhwfy Kwxy ‘c kYlSIAm dI mwqrw G`t huMdI hYy pr srIr nUM iesdI loV Xog vrqoN krdy rihx nwL gLy dI vI Aqy smu`cI ishq vI TIk rihMdI hox kwrn ieh dMdW Aqy h`fIAW ‘coN leI jWdI hY ijs kwrn srIr ‘c hY[ iesdI Gwt ho jwvygI Aqy iesdw kwrn ieh hovygw ik quhwfy dMd Krwb ku`J Bojn Aqy pIx vwLy qrl jo quhwfy dMdW leI TIk hn ‘c vI SUgr hox l`g pYxgy Aqy KoVHW ‘c nuks pY jwvygw[ ies qoN ibnw Kurwk ‘c G`t huMdI hY[ pr jo ku`J vI qusIN KwE bwAd ‘c ausdw rihMd KUMhd k`Fx kYlSIAm hox kwrn msUiVHAW nUM ibmwrI l`gx dw Kqrw vI ho skdw leI zrUrI hY ik qusIN dMdW nUM cMgI qrHW sw& kro[ G`to G`t pwxI nwl hY[ kYlSAIm dy mu`K soimAW ‘c fyArI vsqW ijvyN du`D, pnIr Awid; hI sw& kr lE[ dMdW nMU hr roz do vwr burS kro[ ieh BwvyN h`Q nwl m`CI; sbzIAW ijvyN brOklI, mtr, hry p`iqAW vwlIAW sbzIAW, iqL, krn vwlw hovy jW pwvr burS hovy[ ieh vI iDAwn r`Ko ik Awpxy dMdW AMzIr Aqy KurmwnI Awid Swml hn[ vwLy fwktr nUM Awpxy dMd ivKwaux leI swl ‘c do vwr zrUr jwE[ dMd Aqy ivtwimn sI ivtwimn sI dI Gwt hox kwrn msUVy su`j ACT ky lwl ho jWdy hn Aqy ienHW ‘coN KUn vgx NOW! l`g pYNdw hY[ swry &l (Kws krky istrs PrUt ijvyN ik sMqrw, gryp PrUt, AMb, ppwieAw, Anwnws, strwAbyrI, hdvwxw) Aqy sbzIAW ( broklI, Pu`l goBI, pwlk, bMd goBI, goNglU, svIt Aqy vweIt potyto, tmwtr Aqy hor p`qy vwlIAW hrIAW sbzIAW) ‘c ku`J nw ku`J ivtwimn sI dI mwqrw huMdI hY[ jy quhwfy msUiVHAW ‘coN KUn vgdw hY Aqy quhwfw dMdW dw fwktr dMdW dI ibmwrI d`sdw hY qW Awpxy Bojn ‘c ivtwimn sI zrUr Swml kro[ dMd, &l Aqy sbzIAW &l Aqy sbzIAW quhwfy dMdW nUM vDIAw r`Kdy hn ies leI Awpxy rozwnw Bojn dw ienHW nUM zrUr ih`sw bxwE[ ienHW BojnW ivcly ivtwimn, imnrl Aqy AYNtIAwksIfYNt quhwfy dMdW Aqy msUiVHAW dw bcwA krdy hn[ dMdW nwL kRIcx vwly &l Aqy sbzIAW quhwfy dMdW leI dohry shweI huMdy hn[ ies nwL quhwfy dMdW dI sPweI huMdI hY Aqy ies nwl dMdW qoN pypVI l`QdI hYy[ ies qoN ibnw ies qrHW dy Bojn nUM bhuq cbwauxw pYNdw hY ijs • Incorporation Registration • IFTA Registration nwl mUMh ‘c LwLW bxdIAW hn ijhVIAW • IRP Registration & Revenue C.V.O.R. Registration ik bYktIrIAw v`loN bxwey qyzwbI mwdy dw ^wqmw krdIAW hn[ • U.S. D.O.T. & MC Registration • C-TPAT • Drug Testing pRhz y r`Kx vwlw Bojn ieh hr koeI cwhuMdw hY ik vMn suvMny Bojn dw AnMd mwixAw jwvy pr keI Bojn Compliance Package for Single Operations & Small Fleet pdwrQ dMdW leI hornW BojnW nwloN G`t •Fuel Tax Report & File Mileage Report for (KY, NY, NM, OR) shweI jW kih lvo nukswndyh vI ho skdy •Monitor & Update Driver Qualification File • Log Book Auditing hn[ dMdW nwL icMbVn vwly Aqy cIau iksm •Setting Up Equipment/Maintenance Files dy Bojn izAwdw smW dMdW nwl icMbVy rihx •Mini Audit prior to your Ontario/USDOT Audit krky dMdW nUM nukswn phuMcwauNdy hn[ ies dy nwL hI auh Bojn jW pIx vwlIAW vsqW We also •Dangerous Goods Certificate •Hours of Services Courses ijnHW ‘c izAdw eyisf huMdw hY vI mUMh ‘c provide vDyry eyisf vDwaux dw kwrn bxdIAW hn[ •Pre Trip & Safety Classes •Professional Driver Training Program safety ies leI jy quhwfy Bojn ‘c vDyry mwVy Bojn courses dI mwqrw Swml hY jW kih lE ik jMk PUf hY qW quhwfy mUMh nUM nukswn hoxw insicq hY[ sB qoN SkqISwlI dMd auh rihMdy hn ijhVy vDIAw Bojn pRwpq krdy hn ijvyN du`D, pnIr, AWfy, m`CI, mIt, sbzIAW, sIrIAl, Aqy qwzy &l[ ies qrHW dy Bojn ‘c 7050 Telford Way, Unit 10, Mississauga, ON L5S 1V7 kYlSIAm Aqy hor auh DwqW Swml huMdIAW www.gandgtrucking.ca E: Truckingsolutions@gmail.com hn jo ishqmMd dMdW Aqy msUiVHAW leI

supinAW nUM hkIkq ‘c bdlo

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31

Heavy Highway Vehicle

Use Tax hYvI hweIvyA vhIkl

- Sonia Nanda

XUz tYks

What is the Heavy Highway Vehicle Use Tax (HVUT)?

The Heavy highway Vehicle Use Tax is a fee assessed annually on heavy vehicles operating on public highways in the United States at registered gross weights equal to or exceeding 55,000 pounds.

How do you file to pay for the HVUT? You must complete the Form 2290 with all the required information and submit it along with the payment to the Internal Revenue Service (IRS) before the deadline.

Do you have to file the Form 2290?

You must file Form 2290 and Schedule 1 if you have a registered taxable highway motor vehicle with a taxable gross weight of 55,000 pounds or more. The tax has to be paid by the person in whose name the highway motor vehicle is registered under the law of the state or province.

Do I need to register to complete the Form 2290?

You must be registered with the IRS and have an Employer Identification Number (EIN) to complete the Form 2290.

When do you have to file the Form 2290?

The Form 2290 must be filed for the month the taxable vehicle is first used on public highways during the current period.

The current period began on July 1, 2013, and will end on June 30, 2014. The form has to be filed by the last day of the month following the month of the first use.

Are there any vehicles that are exempt from the HVUT? Below is a list of the vehicles that are exempt from the HVUT: • Commercial vehicles that are travelling less than 5,000 miles in a year • Vehicles that are not considered highway motor vehicles such as mobile machinery for non-transportation functions, vehicles specifically designed for off highway transportation • Agriculture vehicles that are travelling less than 7,500 miles in a year What is the tax amount for each truck?

The tax is based on the taxable gross weight in pounds. The tax ranges from $100 per year for a vehicle that has a weight of 55,000 pounds plus $22 for each 1,000 pounds in excess of 55,000 pounds up to a maximum of $550 for a vehicle that weighs over 75,000 pounds.

Can you request an extension of time to file and pay?

32

kI hY hYvI hweIvyA vhIkl XUz tYks (hYc vI XU tI)? hYvI hweIvyA vhIkl XUz tYks ie`k auh slwnw inrDwrq kIqI geI PIs hY ijhVI aunHW hYvI vhIklW ‘qy lweI jWdI hY ijhVIAW ik AmrIkw ‘c 55,000 pONf ku`l Bwr jW ies qoN v`D Bwr leI rijstrf hn[ qusIN hYc vI XU tI dyx leI iks qrHW kwgz Brog? y swrI loVINdI jwxkwrI smyq quhwnUM Pwrm 2290 Brnw pvygw Aqy ies nUM id`qI hoeI qwrIK Kqm hox qoN pihlW mMgI geI PIs nwl ieMtrnl rYvinaU srivs ( AweI Awr AY`s) nUM Byjxw pvygw[ kI qhwnUM Pwrm 2290 Brnw zrUrI hY? jy qusIN 55,000 pONf Bwr jW ies qoN v`D Bwr vwLI tYksybl hweIvyA motr vhIkl rijstrf krvweI hoeI hY qW quhwnUM Pwrm 2290 Aqy skYjUAl 1 dwKl krnw hI pYxw hY[ styt jW sUby dy kwnUMn ADIn ijs ivAkqI dy nWA hyTW vhIkl drj hY aus v`loN ieh tYks Brnw hI pvygw[ kI mYnMU 2290 Pwrm Brn leI rijstrf hoxw zrUrI hY? quhwnUM AweI Awr AYs nwl rijstrf hoxw zrUrI hY Aqy Pwrm 2290 pUrw krn leI quhwfy kol AYNplwier AweIfYNtIiPkySn nMbr hoxw cwhidw hY[ quhwnUM 2290 Pwrm kdoN PweIl krnw cwhIdw hY? Pwrm 2290 audoN aus mhIny leI Brnw cwhIdw hY jdoN pihlI vwr tYks dyx vwLI vhIkl mOjUdw smyN dOrwn pbilk hweIvyA ‘qy AweI[ mOjUdw smW pihlI julweI 2013 qoN SurU hoieAw hY Aqy ieh 30 jUn 2014 nUM Kqm hovygw[pihlI vwr vrqy gey mhIny qoN pihlW Kqm hox vwly mhIny dy AwKrI idn q`k ieh Pwrm Brnw cwhIdw hY[ kI koeI Aijhy vhIkl vI hn ijnHW nUM AYc vI XU tI qoN Cot hY? AYc vI XUu tI qoN Cot imlx vwilAW vhIklW dI sUcI hyTW id`qI geI hY: * kmrSl vhIkl ijhVy swlwnw 5,000 mIl qoN G`t cldy hn[ * auh vhIkl ijhVy hweIvyA nUM nw vrqx vwly smJy jWdy hn, ijvyN mobweIl mSInrI ijhVI AwvwjweI dy kMmW leI nhIN vrqI jWdI , auh mSInrI ijhVI Kws krky hweIvA qoN lWBy rihx leI hI bxweI geI hY[ * AYgrIklcr dy auh vhIkl ijhVy swlwnw 7,500 mIl qoN G`t cldy hn[ hr ie`k tr`k dI ikMnI tYks dI rkm hY? tYks dI rkm pONfW ‘c ku`l tYks vwLy Bwr dy Anuswr hY[ 55,000 pONf dy Bwr qoN 100 fwlr pRqI swl qoN SurU ho ky 22 fwlr pRqI 1000 pONf q`k 550 fwlr q`k vDdw jWdw hY Aqy 75,000 pONf qoN vDyry Bwr dw 550 fwlr tYks hovygw[ JANUARY / FEBRUARY 2014

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kI qusIN PweIl krn Aqy tYks Adw krn leI vDyry smyN leI bynqI kr skdy ho? irtrn Byjx dI imQI imqI qoN pihlW vwDU smyN dI mMg kIqI jw skdI hY[ AweI Awr AYs nUM dyrI leI kwrn d`s ky ilKqI bynqI kIqI jw skdI hY[ tYks dyx ‘c dyrI leI v`KrI ilKqI bynqI krnI pYNdI hY[ kI kwnUn M I aulG M xw leI jurmwny vI ho skdy hn? hW, AYc vI XU tI dy hukmW dI alMGxw krn ‘qy zurmwny vI ho skdy hn[ Pwrm 2290 nUM imQI imqI q`k nw Brn ‘qy 5 mhIinAW q`k dy AMdwzy lwey gey tYks dw 4.5% dy brwbr dw jurmwnw ho skdw hY[ jy qusIN AYc vI tI XU dw insicq imqI q`k tYks nhIN jmHW krvwaNudy qW rihMdy tYks dw 0.5% dw jurmwnw hovygw[ies qoN ibnw 0.54% vwDU ivAwj vI ilAw jwvygw[ ienHW jurmwinAW qoN ibnw jy qusIN AYc vI XU tI dy Bugqwn dw sbUq nhIN idMdy qW quhwfI styt vwLy quhwfI rijstRySn vI sspYNf kr skdy hn[ kI koeI AijhI hwlq vI hY jdoN qusIN krYift klym kr skdy ho? hW jy qusIN vhIkl vyc id`qI hY jW corI ho geI hY, tu`t B`j geI hY jW trWsPr kr id`qI hY pr iesdw tYks id`qw hoieAw hY qW qusIN iesdw rihMdy smyN dw krYift vI klym kr skdy ho[ pr klym krn smyN ies sbMDI loVINdy kwgz p`qrW dI loV pvygI ieh d`sx leI ik ieh vhIkl iks nUM kdoN vycI geI[jy ieh vhIkl qusIN 5,000 mIl jW G`t (AYgrIklcrl vhIklW leI 7,500 jW G`t mIl) vrqI hY qW qusIN ies leI vI krYift lY skdy ho[ 2290 Pwrm Brn leI mYN ik`QNo jwxkwrI Aqy shwieqw lvW? jy qusIN Pwrm 2290 nhIN BirAw Aqy vDyry jwxkwrI cwhuMdy ho jW Pwrm Brn ‘c mdd dI loV hY qwN swfy nwL tol PRI nMbr 1-800965-9839 ‘qy g`l kr skdy ho[ An extension of time to file can be requested before the due date of the return. A written request has to be sent to the IRS explaining in detail the cause of the delay.

An extension of time to pay the tax would have to be requested separately if the payment is not made before the deadline.

Are there any penalties for being non-compliant?

Yes, there are penalties for not complying with the HVUT requirements. The penalty for not filing the Form 2290 by the deadline is equal to 4.5 percent of the total tax due assessed on a monthly basis up to five months.

If you do not make the HVUT payment on time, there is an additional penalty of 0.5 percent of total tax due. Additional interest charges of 0.54 percent per month are also accrued.

In addition to these federal monetary penalties, your local state will suspend the registration of your vehicles if you do not provide proof of HVUT payment.

Is there a situation when you can you claim a credit?

Yes, you can claim a credit for tax paid on a vehicle if it was sold, destroyed, transferred or stolen and you have no intent to use the vehicle during the left over tax period. Supporting documents will be required when you file a claim with the name to whom and when you sold the vehicle. You can also claim a credit if the vehicle was used 5,000 miles or less (7,500 miles or less for agricultural vehicles).

Where can I get more information and assistance with filing the Form 2290?

You can call us at our toll free number at 1-800-965-9839 if you haven’t filed the Form 2290 and want more information or if you need assistance in filing the form.

JANUARY / FEBRUARY 2014

CARB Extending Low-Use Mileage Exemption in the Truck & Bus Rule Fleets who only occasionally travel in California may be able to benefit from a California Air Resources Board change to its Truck & Bus Rule in 2014. The state reportedly is upping its low-use mileage exemption from 1,000 miles to somewhere in the neighborhood of 5,000 to 7,500 miles.

According to trade media reports, the low-use exemption of the state’s Truck & Bus Rule will be boosted and will be available through 2020.

Moreover, the two reported the “Good Faith Effort” rule will let truck owners have six months in 2014 to replace or retrofit their trucks to meet CARB standards or to apply for loans and grants to enable them to do so.

However, it change is not likely to be adopted before April, so the 1,000 mile limit that is specified in the regulation is what is currently available to fleets.

To take advantage of the low-use exemption, carriers will need to report the vehicle, engine and owner information to CARB for registration Owner-operators who are leased to large fleets can also take advantage of the exemption.

CTA has learned that another option that would exist is a “three-day pass” which provides a three-day exemption for a single vehicle. Only one vehicle per fleet per year is eligible. The form to obtain the pass is also available at the link above.

sI ey Awr bI v`lNo tr`k Aqy b`s dy loA XUz mweIlyj Cot inXm ‘c vwDw auh PlIt ijhVy kyvl kYlIPornIAw ‘c hI cldy hn, nUM 2014 ‘c kYlIPornIAw eyAr irsorsz borf v`loN tr`k AYNf b`s rUl ‘c kIqI qbdIlI qoN Pwiedw ho skdw hY[ styt v`loN G`to G`t clweI dI dr jo pihlW 1,000 mIl imQI geI sI nUM vDw ky 5,000 jW 7,000 mIl q`k krn dw ierwdw hY [ tryf Aqy mIfIAw irportW Anuswr styt dy loA XUz v`loN kIqI geI ieh soD 2020 q`k jwrI rhygI[ Kbr Anuswr ‘ gu`f PyQ AYPrt’ nWA dy ies inXm Anuswr tr`k mwlkW nUM 2014 ‘c sI ey Awr bI stYNfrf Anuswr tr`kW ‘c qbdIlI krn leI krzw Aqy grWt vI iml skygI[ pr ieh qbdIlI AprYl qoN pihlW hox vwLI nhIN ies leI hwl dI GVI qW PlItW leI 1,000 mIl vwlw inXm hI lwgU rhygw[ ies inXm dw lwB pRwpq krn leI sbMDq lokW nUM rijstRySn krvwaux leI vhIkl, ieMjx Aqy mwlk sbMDI swrI jwxkwrI sI ey Awr bI nUM dyxI pvygI[ v`fy PlItW nwl lIz kwrn juVy Enr Awprytr vI ies Cot dw Pwiedw auTw skdy hn[ sI tI ey dI jwxkwrI Anuswr ie`k hor shUlq vI hY ijsdw nWA hY ‘ QrI fyA pws’ Bwv iqMn idn dw pws[ieh isMgl vhIkl nUM iqMn idn dI Cot idMdI hY[ies Anuswr hr PlIt dI ie`k vhIkl nUM hI swl Br leI ieh shUlq iml skdI hY[jy ieh pws lYxw hovy qW ies dy ilMk ‘qy jw ky Brn leI Pwrm ilAw jw skdw hY[ JANUARY / FEBRUARY 2014

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JANUARY / FEBRUARY 2014

37

Dispatching a Freight Order Pryt Awrfr dI ifspYicMg D

ispatching is an integral process of every trucking logistr`kW nwl sbMDq hr kMm dw ifspYicMg AinKVvW AMg hY [ ies tics operation. The business’ success lies on the efficiency, ibzns dI kwmXwbI leI ifspyYicMg FMgW ‘c inpuMnqw sMBwl Aqy maintainability and effectiveness of the dispatching techniques. vDIAw pRBwv zrUrI hn[Pryt Awrfr dy ifspYc dw islislw KRId The dispatching cycle of a freight order begins with the confirmaAwrfr dI puStI qoN bwAd SurU ho jWdw hY[Pryt Awrfr dy pUry c`kr tion of a purchase order. The various tasks which are required to be ‘c hyT ilKIAW g`lW Swml hn: performed during the full life cycle of a freight order are: 1. Awrfr imlxw 1. Receiving the Order 2. Awrfr nUM spurd krnw 2. Assigning the Order 3. Awrfr dw pRbMD krnw 3. Managing the Order 4. Awrfr dI ibilMg 4. Billing the Order 5. Awrfr dw pUrw hoxw 5. Closing the Order ‘dysI tr`ikMg’ dy ipCly AMk ‘c ilKy lyK ‘c mYN Awrfr pRwpq krn In the last article for Desi Trucking, I discussed the importance dy kYrIAr kMpnI leI mh`qv sbMDI iliKAw sI[ies lyK ‘c Pryt of receiving an order for any carrier company. This article is foAwrfr nUM sONpx sbMDI d`isAw jwvygw[ cused on assigning the freight order. ie`k Awrfr nUM qoV inBwaux Aqy pUry lwB dI kwmXwbI leI zrUrI A dispatcher’s role in determining the right equipment and driver hY ik aus leI iks qrHW dw smwn Aqy ikhVw frweIvr cuixAw hY[ to match the requirements of an order contributes towards the ulies qrHW dy smwn ‘c ip`k A`p Aqy filvrI (pI AYNf fI) tr`k jW Pu`l timate success and profitability rate of the order. The equipment trYktr trylr ho skdw hY[ hr qrHW dI hwlq ‘c ifspYcr nUM ieh can be a pick-up & delivery (P&D) truck, or a full tractor-trailer XkInI bxwauxw cwhIdw hY ik kI auh Kws trylr smwn l`dx, lwhux combination. In each case, the dispatcher must ensure that the trailAqy Fox leI Fu`kvW hY[ies qrHW dy smyN srkwr dy inXmW, smwn dw er is suitable for loading, unloading and carrying the load. ConKwkw, PlIt dw drjw Aqy dUjI kYrIAr kMpnI dy sMprkW nUM iDAwn sideration has to be given for government regulations, equipment ‘c r`Kxw cwhIdw hY[ profiles, driver’s profiles, fleet status, and outside carrier company srkwrI inXm: tr`kW v`loN srkwrI sVkW vrqx kwrn aunHW nUM contacts.

PYfrl Aqy styt v`loN bxwey gey inXmW dI pwlxw krnI pYNdI hY[ieh Government Regulations: As the trucks use public inXm ieh XkInI bxwauNdy hn ik tr`k sur`iKAq FMg nwl roads, they are governed by federal as well as provincial c`lx[tr`kW v`loN hr ieMfstrI dy smwn dI FoAw FuAweI krn legislature. These regulations ensure that trucks operate krky ienHW nUM aunHW ieMfstrIAW dy inXmW dI pwlxw krnI safely. Also, the trucks haul freight for virtually every pYNdI hY[imswl vjoN pSUAW dI FoAw FuAweI pSUAW nUM Fox dy other industry, so to some extent fall under the regulatory inXmW ADIn AwauNdI hY Aqy inaUUklr rihMd KUMhd Kqrnwk purview of these other industries; for example, livestock vsqW nUM sMBwlx dy kwnUMn hyT AwauNdI hY[tr`kW vwilAW nUM v`K hauling comes under regulations on the handling of aniv`K h`dbMdIAW ‘coN lMGxw pNYdw hY ies dw ArQ ieh hoieAw mals, and the transport of nuclear wastes comes under ik aunHW nUM v`K v`K kwnUMnW Aqy tYks inXmW dw swhmxw krnw dangerous goods handling regulations. Some trucks cross pYNdw hY ijhVy ik v`K v`K srkwrW dy v`K v`K hn[ifspYcr jurisdictional boundaries, meaning their operators come - Dara Nagra leI zrUrI hYy ik auh ienHW swry inXmW jW kwnUMnW qoN vwkP into contact with different rules and tax regimes as they MBA PMP ® hovy[ies qrHW dy inXm vI hn ijhVy ik ieh d`sdy hn ik vary from government to government. The dispatcher frweIvr ny lgwqwr ikMnw smW frweIivMg krnI hY Aqy ikMnw needs to be aware of all such rules and regulations. There are govsmW Awrwm krnw hY[ frweIvrW nUM kMm idMdy smyN ifspYcr nUM ienHW ernment guidelines on how many hours the drivers can drive conswrIAw g`lW nUM vI iDAwn ‘c r`Kx dI loV hY[ aus nUM ieh vI iDAwn tinually and how many hours of complete rest is required. When r`Kx dI loV hY ik smwn phuMcwaux Aqy rsqy ‘c l`dx lwhux leI scheduling drivers, the dispatcher needs to consider these factors ikMnw smW l`gygw Aqy ieh iks vkq Aqy ikhVI imqI nUM sbMDq QwvW when making decisions. He/she must ensure that the driver has suf‘qy phuMcygw[ jy ies qrHW dIAW g`lW nUM iDAwn ‘c r`iKAw jwvy qW ficient hours available to move the load to its final or intermediate durGtnwvW dI sMBwvnw Gt jWdI hYy[. destination by its due date and time. This consideration reduces the smwn sbMDI jwxkwrI : ifspYcr nUM swry smwn Bwv tr`k jW trylr probability of accidents. sbMDI pUrI jwxkwrI hoxI cwhIdI hY[ iksy tr`k nUM smwn l`dx leI Equipment Profiles: The dispatcher needs to possess a thorough kihx qoN pihlW ieh jwxkwrI zrUrI hY ik AimSn tYst vrgy inXunderstanding of all the equipment (trucks and trailers). The reguimq tYst, bRyk cY`k A`p, Aqy ilaUb dI bdlI, tRWsimSn cY`k A`p, lar maintenance schedules like emission tests, brake checkups, oil sit`kr/ plytW Awid nUM nivAwauxw Awid kI kr ley gey hn[ kI and lube change, transmission checkups and sticker/plate renewsmwn l`dx vwLw tr`k sbMDq smwn l`dy jwx vwly Bwr dy Anuswr als must be considered before scheduling any equipment for any vI hYy[Kws iksm dw smwn ijvNyN ik pRoifaUus, kYmIklz, qrl vsqW, order. The equipment needs to be compliant with the freight’s redvweIAW jW Awtomobwiel nUM Fu`kvNyN l`dx vwly tr`kW ‘c hI ByijAw jw quirements. Specialized freights like produce, chemicals, liquid, skdw hY[Kws iksm dw smwn sbMDI jwxkwrI ijvyN ik rIPr, frOp medicine or automobiles need to be assigned with appropriate fY`k, PlYt bY`f, tYNk kMntynr Awid sB TIk Bwr Aqy TIk l`dx vwly equipment. Knowledge of specialized equipment like reefers, drop swzo smwn leI auhI shI cox krdy hn[ decks, flat beds and tank containers helps in determining the proper frweIvrW sbMDI pUrI jwxkwrI : ifspYcr leI zrUrI hY ik auh 38

JANUARY / FEBRUARY 2014

match of equipment with freight.

Driver’s Profiles: The dispatcher needs to know all the driver’s profiles.

What specialized certification they possess? When are their driver’s licenses due for renewal? Do they have an up to date drug test certificate? Are they eligible to travel across borders? Do they have any personal preferences like short haul vs. long haul? What is their vacation schedule? Some specialized freight like explosive chemicals, dangerous goods or inflammable materials can only be assigned to those drivers who are fully trained and certified to handle those goods. All the drivers must be treated fairly when assigning the loads based on their experience, commitment, specialized skills and personal preferences.

Fleet Status: The dispatcher needs to keep a close eye on all of the fleet.

What is the status of existing orders? How many orders are ready to be dispatched at a particular time? How many trucks are on the road? What truck, trailer or driver is currently available to be assigned for dispatch?

The knowledge of the current status of different equipment and drivers can prevent conflicts in dispatching.

Partner Carrier Company Profiles: The dispatcher needs to be aware of all of their partner carrier companies. A contact list of all these companies needs to be maintained. In the situation where the dispatcher’s own resources are completely booked, these contacts can be approached for outsourcing the loads. Policies and procedures on who to contact should already be in place. The rate and payment terms should be negotiated up-front. Insurance coverage as well as partner carrier’s authorities and permits needs to be verified for full compliance and coverage.

The knowledge and responsibility of a dispatcher is the key determinant factor in the successful execution of a freight order. Keeping customers informed about the latest status of their freight and providing them with an accurate ETA (estimated time of arrival) is very important. Satisfied and happy customers always bring more orders to the company. frweIvrW sbMDI pUrI jwxkwrI r`Ky[aunHW dIAW Kws ivSySqweIAW jW iks Kws kMm dy mwihr hn, bwry jwxU hovy[ aunHW frweIvrW dy lwiesMs rIinaU hox vwLy qW nhIN hn jy hn qW ieh kdoN hoxy hn[ kI aunHW kol hux q`k dy fr`g tYst srtIiPkyt hn? kI auh bwrfr pwr krn leI Xog hn? auh iks g`l nUM qrjIh idMdy hn- Coty sPr jW lMby sPr nUM? aunHW dIAW Cu`tIAW dw kI pRogrwm hY? ku`J Kws iksm dy Bwr ijvyN ik DmwkwKyz kYmIkl, Kqry vwlIAW vsqw, jW CyqI A`g PVn vwly pdwrQ jW smwn aunW frweIvrW nUM hI id`qw jw skdw hY jo ies kMm leI isiKAq hn Aqy mwihr hn[ frweIvrW nuM aunW dI Xogqw, vcnb`Dqw, Kws guxW Aqy aunHNw dIAW AwpxIAW psMdW Anuswr hI kMm dyxw cwhIdw hYy[ PlIt dw p`Dr : ifspYcr leI ieh zrurI hY ik auh swry PlIt ‘qy bVI bwrIkI nwl nzr r`Ky[aus nUM ieh vI pqw hoxw cwhIdw hY ik mojUdw Awrfr iks p`Dr ‘qy hY[ iksy Kws smyN ‘qy ikMny Awrfr ifspYc krn vwLy hn[sVk ‘qy ies smyN ikMny tr`k jw rhy hn? ifspYc leI hux ikhVw tr`k, trylr Aqy frweIvr iml skdw hY? jy hr smwn Aqy frweIvr dI qwzw siQqI dw pqw hovy qW ifspYc ‘c pYx vwlIAW rukwvtW qon bicAw jw skdw hY[ kMpnIAW sbMDI pUrI jwxkwrI : ifspYcr nUM Awpxy nwL dIAW swrIAW kYrIAr kMpnIAW sbMDI pUrI jwxkwrI hoxI zrUrI hY[ ienHW kMpnIAW nwL sMprk krn leI ie`k kwntYkt ilst zrUr hoxI cwhIdI hYy[jy ifspYcr dy Awpxy swry vsIly kMm ‘c ru`Jy hoey hn qW ienHW kMpnIAW nwl sMprk krky lof id`qy jw skdy hn[iks nUM kdoN qy ikvyN sMprk krnw hY ies sbMDI inXm Aqy FMgW dI jwxkwrI kol hoxw zrUrI hYy[ BwVy dy ryt Aqy AdwiegI dIAW SrqW mOky ‘qy hI qYA kIqIAW jw skdIAW hn[ aunHW dI ieMSUrYNs kvryj Aqy primt Awid pUrI qrHW cY`k kr lYxy cwhIdy hn[ iksy Pryt Awrfr nUM kwmXwbI nwl isry cVHwaux leI loVINdy kwrjW ‘c ifspYcr dI mu`K Buimkw huMdI hY[ gwhkW nUM aunHW dy Bwr dI qwzw jwxkwrI Aqy smwn phuMcx dw AMdwzn smW d`sxw bhuq zrUrI huMdw hY[ jy gwhk dI qs`lI ho jWdI hY qW auh KuS hMudw hY[ ies qrHW auh kMpnI kol vDyry gwhk ilAwaux ‘c shweI hMudw hY[ JANUARY / FEBRUARY 2014

39

Peterbilt’s New Vocational 567 Truck in Full Production

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he Mid-America Trucking Show in Louisville, Kentucky was the perfect venue for Peterbilt to unveil and launch its new vocational Model 567. The truck, now in full production, was developed through some of the most extensive product research, development, and testing in Peterbilt’s long history of vocational models.

According to Peterbilt Motor Company, the Model 567 is specifically designed with rugged durability and quality construction to endure the rigors of dump, logging, construction and the harshest of vocational applications. “There is strong demand for our new model in many different markets,” said Robert Woodall, Peterbilt’s Director of Sales and Marketing.

“It can be ordered in 121- and 115-inch BBC lengths with a wide variety of heavy-duty components and axle configurations for increased payloads and optimized weight distribution.” According to the company, the Model 567 truck or tractor can be fitted and configured in a variety of ways to meet the wide range of heavy duty applications, which is great news for buyers.

Durability and safety were in the forefront when it came to development of this new truck. The aluminum cab structure is now stronger, allowing for long-lasting endurance and ruggedness. According to Peterbilt’s Chief Engineer, Landon Sproull, “…the cast aluminum front cab mounts distribute road stresses more evenly, reducing road-induced wear while improving ride quality.” Peterbilt claims that the Model 567 comes standard to meet severe-service requirements. The Metton hood is lighter and stronger and is capable of withstanding impacts that would shatter or crack fiberglass or other materials. The hood also opens a full 90 degrees for easier access and improved serviceability. The large one-piece windshield and sloping hood provide a panoramic view, giving drivers greater visibility at all job sites. On the job, the set-back front axle provides excellent maneuverability and a tight turning radius.

The Model 567 comes equipped with the PACCAR MX-13 engine, which produces 500 horsepower and 1850 lb-ft of torque. This motor will provide industry-leading performance, reliability and increased uptime. To fully utilize this power in all conditions and applications, the chassis is designed to maximize strength while minimizing weight for increased payload capacity. According to the company, compared to similar trucks, the Model 567 is 10 – 15% stiffer and allows for improved ride, driveability, and handling.

Peterbilt spent considerable time and research in designing an interior of the cab that was comfortable and ergonomic for the driver. The fully adjustable steering column, combined with plenty of leg room under the dash, give the operator the space necessary to work and move. The Model 567 can be ordered as a day cab or with Peterbilt’s complete line-up of detachable sleepers, which come in 44”, 72”, and 80” lengths. The sleepers offer plenty of storage, shelving and lighting.

Sproull states that the Model 567’s interior combines ruggedness and durability with comfort and performance for the vocational market. By interviewing hundreds of drivers about their driving and comfort preferences, Sproull said the Model 567 was designed to provide an operating environment that was not only productive, but safe and comfortable.

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pItriblt 567 tr`k dw auqpwdn pUry zorW ‘qy pItriblt dI nvINN iksm dy tr`k mwfl 567 dw auqpwdn pUry zor Sor nwL ho irhw hY[ pItriblt motrz kMpnI v`loN hwl ‘c id`qI jwxkwrI Anuswr nvyN tr`k Aqy trYktrW dI ieh iksm Bwry Aqy AOKy kMmW leI pUrI qrHW iP`t hovygI[ pItriblt dy sylz Aqy mwrkIitMg dy fwierYktr rObrt vu`fbwl Anuswr pItriblt mwfl 567 dI bhuq swrIAW mwriktW ‘c bhuq mMg hY[ ies leI ies dI iqAwrI pUry zorW ‘qy hY[ aunWH Anuswr iesdI hMFxswrqw Aqy hr qrWH dy kMm leI iP`t hoxw hY Aqy ieh fMp, imksr, hYvI hOl Aqy iriPaUj vrgy kMmW leI bhuq vDIAw hY[ pItriblt v`loN ies nvyN mwfl dI numwieS imf - AmYirkw tr`ikmg SoA jo lUzivl ‘c hoieAw dOrwn kIqI sI[ ies nUM bxwaux qoN pihlW ies qrHw dw mwfl bxwaux leI kMpnI v`loN bhuq imhnq Aqy Koj kIqI geI[ies Koj ‘qy kMpnI bhuq Krc AwieAw[ ies qoN bwAd iesdI pI ey sI sI Awr tYknIkl sYNtr mwaUNt vrnn (vwiSMgtn) ‘c sKq tYsitMg kIqI geI[ vu`fbwl dw kihxw hY ik 567 mwfl pItriblt nUM 121-Aqy 115 ieMc bI bI sI lMbweIAW ‘c KRIidAw jw skdw hY ijs kwrn hor Bwr Aqy v`K v`K iksmW vwly lof l`dy jw skdy hn[ ies ‘c sY`t bYk PrMt AYksl hY ijs nwl QoVHy QW vDIAw FMg nwl iesnUM moiVAw jw skdw hY[ vDIAw FMg dI bxI kYb hox kwrn kYb ‘c bYTw frweIvr hr qrHW dy Awly duAwly Aqy A`gy bhuq cMgI qrHW vyK skdw hY[ 567 mwfl nUM pI ey sI sI ey Awr AYm AYks- 13 Anuswr bxwieAw igAw hY ijsdI SkqI 500 hwrspwvr dI hY Aqy ies ‘c fyA kYb vjoN 1,850 pONf PIt torikaU jW pItriblt dI pUrI lwien A`p nwL fItYcybl slIpr vI ilAw jw skdw hYy[ kMpnI ies mwfl nUM hlky Bwr vwlw d`sdI hY pr nwl ieh vI SwhdI BrdI hY ik ies dI aumr bhuq lMbI hY[ kwrn ieh hY ik ieh pUrI AYlmInIAm dw bixAw mwfl Kws FMg nwl bxwieAw igAw hY Aqy iesdI qknIk bhuq vDIAw hYy[ pItriblt dy cIP ieMjnIAr lYNfn sprwaUl dw kihxw hY ik kYb dI qwkq leI stIl A`pr ey iplr lwey gey hn Aqy ies ‘c rIAr kwrnr rIienPorsmYNt dw vwDw kIqw igAw hY[ A`gy l`gw AYlmInIAm PrMt kYb rof strY`s nUM GtwauNdw hY, tr`k lMby smyN q`k cldw hY Aqy iesdy nwl c`lx ‘c vI vDIAw hY[ ies dI aumr vDwaux leI mwfl 567 ‘c mYtn hu`f lwieAw igAw hYy[ijhVw bhuq hI lckdwr hY Aqy hr qrHW dy auh Jtky J`l skdw hY ijhVy hor mYtIrIAl nwl bixAw hoieAW nUM qoV skdy hn[ies mwfl ‘c isgnycr stynlY`s stIl Evl mY`C girl vI hY[ hu`f ipvt ‘c bcwA krn vwLw isstm hY ijs nwL iksy t`kr Awid v`jx smyN Aws pws dI AYnrjI nUM kUilMg mofUl ‘c bdl idMdw hY[ mwfl 567 dI ie`k hor ivSysqw ieh hY ik iesdI cYsI Bwr qW vDyry cu`k skdI hY pr iesdw Awpxw Bwr bhuq G`t hY[ kMpnI Anuswr hornW iksmW nwloN iesdI cYsI Bwr cu`kx dI smr`Qw sMBwlx sWBx jW hor kMmW leI 10 jW 15% vDyry mzbUq hY[ sprwaUl Anuswr 567 mwfl dw AMdrlw Bwg kyvl izAwdw hMFxswr hI nhIN sgoN iesdI ies qrHW dI bxwvt hY ik ies ‘c vDIAw FMg nwl Arwm kIqw jw skdw hY[ AMdrlw Bwg 2.1 mItr cOVI kYb hY ij`Qy ik bhuq vDIAw FMg nwl Arwm kIqw jw skdw hY[ijs nwL frweIvr pUrw Arwm krky AwpxI Qkwvt lwh skdw hY Aqy Pyr kMm krn leI iblkul pUrI qrHW iqAwr br iqAwr ho jWdw hYy[ sprwaUl dw kihxw ik 567 ‘c vrqI nvIN qknIk dI Kws g`l ieh hY ik ieh frweIvr dI shUlq nUM mu`K r`K ky bxweI geI hY[aunHW dw kihxw hYy ik 567 dI kYb nUM bxwaux qoN pihlW sYkVy frweIvrW dI slwh leI geI Aqy aunHW nUM loVINdIAW shUlqW bwry pu`iCAw igAw ijnHW dI frweIvrW nUM loV hY qW ik auh Arwmdyh mwhOl ‘c vDIAw kMm krn dy Xog hox[ JANUARY / FEBRUARY 2014

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JANUARY / FEBRUARY 2014

tr`ikMg ivc ku`J mwVy Ansr (ku`J ku lokW ny kIqw BweIcwrw bdnwm) guirMdrjIq isMG (nItw mwCIky) AYfItr not: ibnW S`k pMjwbI is`K kOm bhwdrI, iemwndwrI Aqy au~cy su`cy ikrdwr vwly lokW nwl BrI peI hY, ijMnW ny AwpxI imhnq nwl pUrI dunIAW iv`c AwpxW lohw mnvwieAw hY[ swnUM AwpxI ies kOm au~pr pUrw mwx hY Aqy AsIN &Kr Awpxy Awp nUM ies dw ie`k ih`sw mMndy hW[ pr A`j kuJ ku mwVy bMidAW dy mwVy kMmW krky swfI pUrI kOm nUM keI vwr SrimMdgI auTwauxI pYNdI hY[ swfI iehnW BrwvW A`gy h`Q bMn ky bynqI hY ik auh Awpxy iehnW kwrnwimAW krky pUrI is`K kOm nMU bdnwm nw krn[ auh vI jmwnw sI, jdo pMjwbI pUrI dunIAW AMdr iemwndwrI,bhwdrI Aqy imhnq krky mwrIAW m`lw krky jwxy jwdy sn[pMjwbIAw dy bhwdrI dy iksy swnMU kwbul kMDwr, srh`d pwr qo A`j vI suxn nMU imldy hn[ie`jq p`Ko vI iehnW dw koeI swnI nhI sI [dusmx vI is`Kw dI isPq krno rih nhI sikAw[ purwxy smy AMdr pMjwb kwPI dUr q`k PYilAw hoieAw sI qy jMglw Awid dy iv`co lMGky pYfW qYh krky rwhI mMjl q`k phuMcdy sn qy lokI keI keI AwdmIAW dw JuMf bxw ky fwkUAw vgYrw qo frdy luk iCpky sPr krdy sn[kihMdy hn ik Agr ie`k vI is`K auhnW XwqrIAW dy kwPly nwl rl jwdw sI qw lokI Awpxy Awp nMU sur`iKAq mihsUs krdy sn[Ajy k`uJ smW pihlw dI g`l hY Awpxy ipMfw iv`c Awm pMifq lok vI Awpxy jyTy pu`q nMU sdw isMG sjwaudy hMudy sn Aqy auhnMU gurU dI Amwnq AwK pukwrdy sn[pMjwbIAw ny ipCly kwPI virAw qo bwhrly mulkw iv`c vI bVIAW m`lW mwrIAW hn[AwpxI imhnq krky cMgIAW coKIAW kmweIAW krky is`Kw ny bwhrly mulkw iv`c cMgW nwmxW K`itAw ijs krky gory mUl dy lokw ny is`KW nMU BrpUr ie`jq Aqy mwx id`qw[pr ipCly ku`J smy qo pMjwbI goirAw qo imilAw mwx snmwn brkrwr nhI r`K sky[knyfw qo AmrIkw dwKl huMdy bwrfr qy Anykw pMjwbI tr`k frwievr nsIly pdwrQw dI qskrI krdy PVy gey[ hux jdo vI puils vwlw KMfy dw inswn iksy tr`k aupr l`igAw vyKdw qw nsIly pdwrQw dI Bwl leI J`t qlwsI leI rok lYdw hY[iehnW jldI AmIr hox dy ie`Ck tr`kw vwly muMifAW ny coKI bdnwmI pMjwbI BweIcwry dI JolI pweI[cMgy cMgy ibjnsmYn vI ies dwg qo bc nw sky[ kwPI igxqI iv`c pMjwbI mufy lMbIAW sjwvW AmrIkw knyfw dIAw jylHw AMdr nsIly pdwrQw dI qskrI krky Bugq rhy hn[Pyr lokI pMjwbIAw nMMU storW vgYrw qo kMm dyxo vI guryj krn l`gy hn ,ikaky rijstr iv`co corI krno pMjwbI bwj nhIN sn AwauNdy[iek iSkwgo v`l dw Awpxy Awp nMU gYs stySnw dw bwdswh khwaudw hudW sI[ausny Awpxy pMpw vgYrw iv`c koeI AysI cIj lgw rKI sI, ijs krky gYlx mItr qy JANUARY / FEBRUARY 2014

pUry idKweI id`dy sn pr Asl kwr dI tYkI iv`c gYs G`t pYdw sI [ijs krky ies ienswn nMU vI jylH dI hvw KwxI peI[ iksy ny iensorYnsW dy Gply kIqy iksy ny AwpixAw nwl hI Cl krky pMjwbIAq nMU bdnwm krn dI koisS kIqI[kuJ ku pMjwbI tYksI vwly vIrw ny vI Awpxy mItrW nwl CyV CwV krky auh qyj kIqy hudy hn[ijs krky QoVy sPr dOrwn vI svwrI qo ijAdw pYsy vtory jWdy hn[ A`j k`l sB qo ijAwdw pMjwbIAw nMU Kws krky is`KI Bys nMU kuJ ku swfy hI tr`k frwievr vIrW ny bhuq ijAwdw bdnwm kIqw hoieAw hY ,ijnW ny Kws qOr qy v`fy v`fy fIjl tYk lgvwky corI dw qyl pwaux nMU hI AwpxW muK ik`qw bxwieAw hoieAw hY[jy vyiKAw jwvy iqMn sO gylx dy tYk bhuq v`fy huMdy ny , Agr imhnq dI kmweI nwl ieh tYk Brny hox qW hjwr fwlr KulH jWdw hY , Pyr ijhVy vIr pMj pMj sO gylx dy AwPtr mwrkIt tYk lgvweI iPrdy hn, mYnUM qw ieh smJ nhI AwaudI ik ieh kI is`D krnW chuMdy hn ieh AYny v`fy v`fy tYNk lgvw ik corI dy qyl qo ibnW auhnW nMU Brdy ikvy hn nwly iehnW dw AYksl vyt ikvy shI rihMdw hY[myry iKAwl muqwibk cwr sO gylx qo v`fy tYNk vYsy vI gYr knMUnI hY ikauky AYnI v`fI mwqrw iv`c fIjl kYrI krnW hYijrfs mtIrIAl iv`c Awaudw hY qy Agr puils vwlw cwhy qw itkt vI dy skdw hY[mYnMU lgdw ik durGtnW dy dOrwn Awpxy pMjwbI muMifAW dy tr`kw nMU A`g l`gx dy kwrnW iv`c vI Swied ieh ijAdw mwqrw vwlw fIjl AihMm rol Adw krdw hovygw ikauky iqMn sO gylx qo ijAdw fIjl tr`k nwl bMn ik iPrnW qW tr`k nwl bMb bMnx dy brwbr hY[ijAwdw pYsy bxwaux dy c`kr iv`c lok Awpxw ipCokV Bulky ,swfy puriKAw v`lo imlI is`iKAw auhnw dy sMskwrw nMU iCky tMg ky, bIbIAw dwVIAw r`Kky ikrpwn vI a~upr dI pWaudy ny qy g`lw vI bVIAw Dwrimk krdy ny, keI qw loB moh hMkwr nMU iqAwgky swdw jIvn ijaux nMU qrjIh idMdy ny,kuJ ku nMU qw mY ieho ijihAw nMU vI jwxdw hW jo sihb sRI gurU goibMd isMG dy jIvn nMU Xwd krky mgrm`C dy A`QrU vI vhwaudy hn[pr ieh lok jo krqUqw krdy hn,auhnw ny is`KI nMU bVI v`fI Fwh lweI hY[swied iesy krky ieh khwvq Awm hI lokw dy muMho suxI jWdI hY ik ijfI v`fI dwhVI EfHw v`fw JUT[ikauky ipCly ku`J swlHw qo pMjwbI BweIcwry AMdr fIjl corW dI kwPI Brmwr hY[qy pMjwbIAW ny trWsport dy ibjns iv`c ijQy cMgw nwmxw K`itAw auQy fIjl corI krn iv`c vI pMjwbIAW dw nwm pUrw hI cmkwieAw[A`jk`l ku`J ku tr`k stwpW vwly vIrw ny spYSl bMdy ies kMm leI r`Ky hn ik jdo pMjwbI bMdw tr`k iv`c fIjl pwauNdw hY qw ijnw icr fIjl pYdW hY auhnw icr

auh AwdmI auQy pihrw idMdw hY qw jo fIjl corI nMU roikAw jwvy[ieh pMgy Awpxy lokw dy hI pwey hoey hn[ikauky pihloN pihl ibnw pihlW pYsy idiqAW pMp Aon kr id`qy jWdy sn,qy lokw iv`c iemwndwrI vI bhuq sI[Agr koeI gwhk pYsy Adw krnw Bul vI jwdw sI qw dUsry idn Kud pYsy dy jwdw sI[mYnMU smJ nhI AwaudI ik swfy lok AmrIkw vrgy mulk iv`c rihky vI bhuq GtIAw kwrnwmy krdy hn, ijnHW iv`c tr`k stwpw qo fIjl corI krnw A`jk`l kwPI crcw dw ivSw bixAw hoieAw hY[ pr ipCly idnI mn nMU aus vyly BwrI s`t v`jI jdo pUrn rUp iv`c guris`K dI Poto puils ny qyl corI krn dy ieljwm hyT ibnw dsqwr qo rlIj kIqI [mY ies g`loN hYrwn hW ik ikrq krn vrgy muFly is`KI isDwqw nMU ieh idlo ivswr ky AmrIkw vrgy mulk iv`c iks igrwvt q`k cly jWdy hn,iehnw nMU swfy gurUAW v`lo isrW dy mu`l Byt krky kwiem kIqI hoeI srdwrI dI vI koeI kdr nhI rhI[corI krnI swfy smwj dw sB qo nIc drjy dw kMm hY ,auQy Dn kmwaux ipCy l`gI AMnI dOV krky ieh lok AwpxI iejq nwl Awp iKlvwV kr rhy hn[ iehnw dw loB lwlc vI prly drjy dw huMdw hY, swfy Drm AMdr iksy dw h`k mwrky kmwey pYsy dI rotI iek jihr Kwx dy brwbr hY[iek is`K dI qwkq is`KI dy AsUlw iv`c hY[ kuJ GtIAw iksm dy lok ies jwmy iv`c is`KI dy Bys iv`c bgly dI jUn k`t rhy hn,ijhVw ienswn hr vkq lwlc v`s ho ky ivcrdw hY ,nw qw auh Drm dy nyVy ho skdw hY,qy nw hI swfy smwj dw vDIAw ihsw bx skdw hY[ suqI AxK vwly iehnw lokw nMU PVy jwx qy nw koeI srIrk qklIP hudI hY Aqy nw hI kortW iv`c D`ky Kwx vyly koeI mwnisk pIV hudI hY[ijhVI dsqwr nMU is`Kw ny Awpxy is`KI dy isDWqw a~upr pihrw dy ky siqkwr vjo Awpxy isr dw qwj bxw ky dunIAW iv`c srdwr hox dw mwx hwsl kIqw, ausy dsqwr nMU is`KI dy Bys iv`c Cupy s`jx T`g prdysW iv`c roldy hn, ies qrHW dIAW hrkqW dyKky mYnMU pMjwbI dy auGy gwiek siqMdr srqwj dIAW auh sqrW Xwd AwauNdIAw hn ijs ny swfy mhwn shIdw nMU Xwd kridAW ieh sqrW ilKIAW hn[ ijMnHw bcweIAW iezqW, auh sB kuJ swQoo vwr gey muAwP jmIr ny krnW nhI, jy ieh vI idlo ivswr ley[ mwVI hrkq krn vwly Brwvo auhnW sUrbIrw dw mwxm`qw ieiqhws jrUr Xwd r`iKAw kro,ijnHw ny dUijAW dIAw ie`jqW dIy rwKI krdy hoey Awpxy pwRx iqAwg id`qy[ loB lwlc dI A`Kw qo p`tI auqwr ky Awpxy muFly Prj pCwxo, corI dw qyl pwaux vyly Awpxy gut iv`c pwey kVy nMU iDAwn nwl jrUr vyKo Aqy grUAW v`lo imly aupdyS nMU Xwd r`Kky Awpxw Prj pCwxo,ies iv`c hI sB dw Blw hY[ byS`k mwVy kMm krn vwilAW dI igxqI bhuq G`t hY, keI vwr iek gMdI mClI swrw qlwb gMdw kr idMdI hY, ijQy swrw is`K jgq pRDwn mMqrI s. mnmohx isMG dy isr qy dsqwr vyKky mwx mihsUs krdw hY, auQy ieho ijhI mwVI hrkq nwl pUry is`K jgq dy ihrdy vlUDry jwdy hn pRmwqmw AwpW swirAW nMU sm`q bKSy[ 43

ivSvws nhIN ho irhw!

I can’t believe!

I’ve got the

best nancing rate

44

JANUARY / FEBRUARY 2014

Have you put together a game plan? - Anil Bissa

A

s we put an end to another year and begin our exciting journey into 2014, now is the time to begin thinking about how we want to plan for our growth and success. Every year, we start off with so much promise and excitement and feel like this is the year that we will conquer the world – however, in most instances, we do not fully prepare ourselves and thus, face the hard reality of underachieving.

Today, you may be a company driver, single truck owner/operator, or a small to mid-size fleet. Whatever your situation, figuring out where you want to be at the end of the year is crucial for success. Putting together a game plan that incorporates everything from financial goals, personal goals and equipment acquisition are the three keys for setting up with a framework to work with.

Equipment acquisition, whether it be trucks, trailers, or any other heavy equipment, can be a difficult decision as you always want to make sure you have enough equipment to handle the work you have, but not have too many pieces of equipment where you will be spending more money than earning. An even more difficult component to all this is how you will get the money to buy the equipment you need. There are several options in the market space today, from banks, leasing companies, private loan providers and brokers. Each one of these is equally capable of providing you with the funds you need; but, can they provide you with the right advice and guidance when it comes to helping you build your business for the long term?

Let me introduce myself. My name is Anil Bissa and I am a truck and trailer leasing specialist with Mercado Capital. My job is simple – to provide you with the education you deserve when it comes to financing your equipment. Today, with so many options available, it gets very confusing when looking at a lease or loan agreement. Everyone states that they are the best and can give you the lowest rate, but can they really? Do they have the expertise to analyze your current situation and then place you with the right financial product to suit your needs and goals?

Equipment leasing is the most common type of financing for the transportation industry because of the multitude of benefits it provides. For the past few years, I have been helping everyone from the new owner/operator who has dreams of one day managing his own fleet to the small fleet owner looking to expand. I have been able to provide aggressive rates and excellent service.

Honesty and trust is very important in the transportation industry. I have been able to build my reputation by sticking to those two words and making them my priority when sitting down with my clients. I understand how hard it is for you as a driver – the sacrifices you make, the time away from family, and the long hours. You deserve to be treated fairly and honestly. I was raised in a household of hard-working parents who always taught us this simple rule – to earn respect you need to give respect – it is the same rule that I still live by today and teach to my own children. Let me help you build your business. I look forward to helping you with your financing needs. I can be reached directly any time of the day at (289) 2333736 or through my email address, abissa@mercadocapital.com.

In addition, please visit my profile on LinkedIn and Facebook for weekly updates from the work of equipment leasing and other fun items to keep your time on the road more enjoyable. Stay safe on the roads, my friends.

JANUARY / FEBRUARY 2014

US Trucking Associations Want to Test Sleeper Berth Flexibility The American Trucking Association along with other state associations have asked the Federal Motor Carrier Safety Administration to conduct a pilot program to study increased flexibility in sleeper berth use by truck drivers.

In a Dec. 3 proposal to FMCSA , the groups asked for a twoyear exemption from the requirement for 10 consecutive hours of rest for approximately 200 drivers selected for participation in the program, reports Fleet Owner magazine.

“The program, if initiated, will help both government and industry translate scientific findings from the laboratory to realworld trucking operations by providing data and information on the relationship between sleeper berth flexibility for off-duty rest and safety outcomes,” said a letter to the agency.

The study would also test technological advances in monitoring driver alertness and behavior.

Until a rule change in 2005, federal regulations had for decades allowed drivers to split their rest in sleeper berths. FMCSA’s latest rule change, FMCSA essentially eliminated split rest for solo drivers and allowed team drivers to split rest only in very limited circumstances.

The pilot could also collect data on: • Driving behavior that could indicate fatigue, including shifting patterns, speed variability, curve events, and lane departures, as measured by fleet management systems; • Time to react to stimuli as measured by the Psychomotor Vigilance Task at the beginning and end of work shifts; • Sleepiness as measured by the 9-point Karolinska Sleepiness Scale collected at the beginning and end of work shifts through either fleet management systems or smartphone apps; • Crashes and incidents, tracked by time of date, severity and type of crash; and • Working/resting activity as measured by electronic driver logs for both the control and exemption group, primarily to track how exempt drivers are splitting off-duty time.

“Doing a pilot test using professional drivers in actual trucking operations could give the Federal Motor Carrier Safety Administration even more scientific data on which to base future improvements to the sleeper berth rules,” said Bill Graves, ATA president and CEO. www.desitrucking.com

tr`kW vwly vIrW dw mYgzIn

WHY YELL? There are better ways.

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Adjusting the Load I

get truckers calling in all the time to tell dispatch that they are loaded over weight. I ask over axel or over gross often they don’t know or why I would even ask. Here is a quick lesson in balancing the load on your unit.

In Canada you are allowed 5500 kg on a single set of axels and 17000 kg on a tandem set of axels. That means for a standard tandem tractor and tandem trailer you can haul a maximum of 39500 kg. If you check your registration, 39500 kg is listed as your licensed vehicle weight. That is the most your tractor can haul with out a special permit. tr`kW vwly Aksr mYnUM Pæon krky kihMdy For this article we are talking about 5 axel vehicles only but the same principles apply hn ik ifspYcr nUM d`s idE ik auh Evr to other configurations. loff hn[ jdoN mYN puCdw hW ik kI pUry tr`k When you scale your load, it is important to write down the weight of each axel and trylr dw Bwr ijAwdw hY jW AYkslW qy Bwr then add them up. If they total more than 39500 kg then you are over gross. No amount ijAwdw hY Aksr auhnW nUM pqw nhIN huMdw[ of axel sliding can make the load legal. However, I have found that if you are a few mYN A`j quhwnUM tr`k trylr dw Bwr bYilMs hundred pounds overweight, often the scales will let you pass if you have distributed the krn bwry dsdw hW[ weight evenly across your axels. However, the only real solution is to reduce the weight knyfw iv`c quhwnUM isMgl sY~t AwPæ AYkof the unit. You either have to burn off fuel or to work with your dispatcher and return sl au~qy 5500 iklogRwm Aqy tYNfm sY~t AwPæ to the shipper to have the excess weight removed.

AYksl a~uqy 17000 iklogRwm dI AwigAw Here is how to calculate your fuel weight. I good rule of thumb is that diesel weighs hY[ iesdw mqlb ik ie`k Awm about 8 lbs per gallon. A full 300 Gallon tank would weigh about 2400 lbs or tYNfm trYktr Aqy tYNfm tRylr 1100 kg. If you are a typical owner operator your truck burns about 1 gallon nwl qusIN v`D qoN v`D 39500 ikof diesel every 5 miles. Therefore, you burn 20 gallons (80 l) of fuel for every logRwm Bwr c`k skdy ho[ ies 100 miles (160 KM) of travel. qoN ijAwdw Bwr Fox leI spYsæl This means that you have to be careful when you scale the load to be aware prmt dI loV pYNdI hY[ A`j AsIN of how much fuel you have on board. It is possible to fuel up just before a 5 AYksl vhIkl dI g`l krWgy scale and put yourself over weight. On the other hand, if you are overweight pr ieh inXm bwkIAW qy vI lwgU and the scale is 300 miles away you can estimate how much your fuel weight huMdw hY[ will be reduced by the time you get to the scale. To see how much fuel weight jdoN qusI Awpxy vhIkl dw you loose before you get to the scale in this example calculate your fuel use, - Ken Davey loF skyl qy cY~k krdy ho qW swry 300 miles / 5 mpg = 60 gallons. Then times the estimated fuel use by 8 lbs per AYkslW dw Bwr ilKæ lvo Aqy gallon = 480 lbs. Control, as much as you can, your fuel purchase before or bwAd iv`c ies nUM joV ky dyKo, jy ieh 39500 after your loading, depending on what you know about the load and trip. iklogRwm qoN v`D hY qW qusI Evr vyt ho, hux So assuming that your load is under your gross weight, you have 2 possible opqusIN AYksl mUv krky vI ies nUM lIgl nhIN portunities to legalise the weight of the load. Sliding your 5th wheel and or sliding the kr skdy[ ku~J ku sYNkVy pONf v`D Bwr nUM trailer axels. Sliding the 5th wheel will move weight between the steer axel and the skyl vwly mwPæ vI kr idMdy hn pr iesdw drive axel. Sliding the trailer bogies will move weight between the tractor drives and shI h`l ieh hY ik jW qW QoVw fIjæl bwlæ the trailer bogies. lvo jW iPr ifspYcr nMU kih ky QoVw Bwr G`t Here is an example: let’s say you scaled 5000 kg on the steer, 20000 kg on the krvwE[ drives and 10000 kg on the trailer and you have 150 gallons of fuel in a 300 gallon tank. ie~k gylæx fIjæl dw Bwr qkrIbn 8 You need to move 3000 KG away from the drives. You have 500 KG that you could pONf huMdw hY Aqy 300 gylæx nwl Bry tYNk dw place on the steering axel and 7000 KG you could put on the trailer axel. However, if Bwr qkrIbn 2400 pONf jW 1100 iklogRwm ho you add fuel that weight will go mostly on to the drives as well. jWdw hY[ quhwfæw tr`k AYvryjæ ie`k gylx nwl So you first move would be to slide the trailer axel forward toward the drives so 5 mIl cldw hY, ies ihswb nwl qusIN 100 more of the weight will fall on the trailer axel. In this example, that alone will probably mIl iv`c 20 gylx fIjæl bwlædy ho[ ies qoN solve your problem. Some experience with the kind of equipment you operate will tell qusIN ihswb lgw skdy ho ik quhwfæy kolæ fIjæl you how far the move the trailer bogies. I have found that sliders with many small holes dw ikMnw Bwr hY[ move about 100 pounds per hole and sliders with large holes move about 300 pounds mMn lvo ik quhwfæw loF knUMnI qOr qy gROs per hole. If your cargo load was closer to maximum capacity, or you have to add fuel, vyt qoN G`t hY, hux quhwfy kol AYkslW qy Bwr then you may have to shift some weight onto the steering axel by sliding the 5th wheel nUM AYfjst krn dy do qrIky hn, 5th vIl nUM forward. slweIf kro jW tRylr bogIjæ nMU[ This is a simple example on how to balance weight. Remember there are other con5th vIl nMU slweIf krn nwl Bwr siderations, like axel spacing and vehicle handling considerations that determine how styAirMg AYksl Aqy frweIv AYksl far axels can be moved but at least here we have shown how to manipulate the load iv`ckwr mUv huMdw hY Aqy bOgIjæ slweIf weight across your vehicle axels. krn nwl Bwr trYktr frweIv Aqy bOgIjæ You can read more articles at www.accordtransportation.com. Just click on the red iv`ckwr mUv huMdw hY[ link for ‘Kens Blog’ 46

lof nUM ikvyN AYfjst krIey

JANUARY / FEBRUARY 2014

“ieMzIaf ivwc quhfzy Brosy df brFz hux knyzf ivwc vI AuplwBD!”

JANUARY / FEBRUARY 2014

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