Latino trucking Dec 2014/Jan 2015

Vol.1 - Issue 1 Dec 2014 / Jan 2015

ITM durmiente sistema de cabina con aire acondicionado sólo tiempo puede llegar a 34 mientras que conduce 240 + AMP alternador recomienda Capacidad de enfriamiento de 10.000 BTU 1015 horas de tiempo de ejecución 375 libras

EVERY TRUCKER'S ONE-STOP-SHOP

Condensador

Condensador evaporador

Caja de batería opcional

Shore Power y chaqueton disponible para tiemp de ejecucion ilimitado CONSTRUIDO EN EL REFRIGERADOR SISTEMA DE DOMETIC TAXI DEL DURMIENTE CON AIRE ACONDICIONADO, CALOR Y DEL INVERSOR • 1015 horas de tiempo de ejecución • 34 horas tiempo durante la conducción de la recarga • Capacidad de enfriamiento de 7000 BTU • 320 libras • 1,50 tira de KW calor • 1800W inversor • 240 + alternador AMP recomienda

• evaporador protegida exclusiva elimina el riesgo de daño de hielo • manija ahuecada para superficie lisa

• sostenedor de botella características bandeja superior bin vegetales y estantes ajustables • instalar kits disponibles para Freightliner, Peterbilt, Kenworth, Mack, Volvo einternacional

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• Con Thermo King o unidades Reefer Carrier

• Instalación fácilsin fin de perforación o delantero modificación • Soportes de montaje vendieron y envasados por separado • pliegues hacia abajo para facilitar el acceso a la campana • disponible para Freightliner, Volvo, International, Pertbilt y Mack • Por favor llame para precios y disponibilidad

PRODUCTOS DE LIMPIEZA DE DOMETIC • Limpiador para todo uso • limpiador ultra rojo • olor.

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ITM Equipment 2370 Peck Road, City of Industry, CA 90601 2

MICROONDAS

• capacidad de 1,1 pies cúbicos • 1000 WATSS de poder cocinar • 10 niveles de potencia regulable con nueve preajustes • Temporizador digital y reloj digital con led lectura • plato giratorio de vidrio desmontable gira alimentos para proporcionar unacocción uniforme • kit de ajuste y de escape kit incluido

T: 562-699-9777 F: 800-850-9577

info@itmequipment.us I www.laitm.com December / January 2015

Editor’s Note / Nota del editor

W

Ismelda Del Toro

elcome to our first Latino Trucking Magazine. A bilingual edition in English and Spanish. Latino Trucking Magazines primary focus is to be the main channel of communication between the trucking establishment and the ever growing segment of Hispanic truckers.

We had a vision/dream of expanding to our Hispanic community in the truck industry. Hispanics have a a strong presence in buying power. By the year 2019, Hispanics population will increase by 17% (64.8 million) Inside you will find a variety of articles relating to the truck industry. Such as; Safety for the truck driver and the difference of UCR and SSRS. Latino Trucking team is doing its part in educating truckers through print and online publication.

I invite you to view our website www.latinotrucking.com and to like our Facebook page. Last but not lease, I would like to thank each and everyone who supported our expansion of Latino Trucking Magazine. We express gratitude to all our sponsors, readers, supporters and our entire team at Desi Trucking.

B

ienvenidos a nuestro primer latino Revista Trucking. Una edición bilingüe en Inglés y Español. Latino Trucking enfoque Revistas principal es ser el principal canal de comunicación entre el establecimiento de transporte por carretera y la siempre creciente segmento de camioneros hispanos.

Hemos tenido una visión / sueño de expandir a nuestra comunidad hispana en la industria de camiones. Los hispanos tienen aa fuerte presencia en el poder de compra. Para el año 2019, la población de hispanos se incrementará en un 17% (64,8 millones) el interior se encuentra una gran variedad de artículos relacionados con la industria de camiones.

Tal como; Seguridad para el conductor del camión y la diferencia de la UCR y SSRS. Equipo Trucking Latino está haciendo su parte en la educación de los camioneros a través de la impresión y publicación en línea. Los invito a ver nuestro sitio web www.latinotrucking.com y gusta a nuestra página de Facebook. Por último, pero no arrendar, me gustaría dar las gracias a todas y todos los que apoyaron nuestra expansión de la revista Latino Trucking. Expresamos gratitud a todos nuestros patrocinadores, lectores, seguidores y todo nuestro equipo a Desi Trucking.

Publisher / Editor DesiMaxx Media Group LLC 1-877-598-3374

Editor-In-Chief / Editor en Jefe Ismelda Del Toro Associate Editor / Editor Asociado Raman Dhillon Advertising & Sales / Publicidad y Ventas Richard Costa Art Director / Director de Arte Avee J Waseer Cover Design / Diseño de Portada Ranj Design Contributing Writers / Contribuir Escritores Dara Nagra Ray Gompf Ken Davey Pash Brar Sonia Nanda Translator / Traductor Maria Juarez

Contact: Richard Costa Cell: 559-303-8055 E: info@desimaxx.com 3599 S Golden State Blvd, Fresno, CA 93725 Ph: 855-500-DESI | Fax: 559-991-4296 Mailing Address: PO Box 812, Fowler, CA 93625 All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher.

DISCLAIMER: DesiMaxx Media Group LLC assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication.

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

THE PUBLISHER ASSUMES NO RESPONSIBILITY OF ANY KIND.

CONTENIDOS Anunciantes Accutrac Capital .................................................. 9 Airtab ................................................................. 34 Ally Carriers ....................................................... 56 Arrow Truck Sales ............................................. 59 BP Lab Services ............................................ 43 California Truck Centers ................................... 7 California Trucking Association ....................... 49 Cargo Group of Compaines ............................ 61 Central California Truck & Trailer Sales ......... 52 Central Valley Truck Center ............................... 21 City Registration Service ................................ 38 Classic Xpress ............................................... 41 Crossroads Equipment Lease & Finance .......... 37 CVTR Inc ..................................................... 19 Delta Truck Driving School ................................. 51 Dhillon Truck Hospital ................................... 39 Diamond Transportation Logistics ................. 44 DJ Malhi ........................................................ 43 DPF Filters Inc .................................................. 58 East Bay Tire Co. .............................................. 42 Elite Transportation Inc ................................. 29 Espar Heaters ................................................... 25 Express Graphics ......................................... 37 Gill Transport Inc ........................................ 23 Global Multi Services ...................................... 39 Golden Land Trans. Insurance ...................... 35 Howes Lubricator ........................................... 13 India’s Oven .................................................. 41 Inland Kenworth ............................................ 63 ITM Equipment .......................................... 50/51 J’s Communications, Inc ................................... 55 Jagdeep Singh Insurance Agency ............... 38 J&E Inc Truck Service & Repair ..................... 43 Kam-Way Transportation Inc ............................. 31 Kingpin Insurance ............................................. 46 Kroeger Equipment ........................................... 40 Legend Transportation .................................... 64 Los Angeles Freightliner ............................... 33 Mike Tamana Freightlines ............................. 47 North West Carrier Logistics .......................... 46 NSC Compliance ........................................... 27 Pape Kenworth ............................................... 3 Punjabi Dhaba Indian Cuisine ......................... 43 Primelink Express Inc ..................................... 44 RTS Carrier Services .................................... 22 S&S Transport Refrigeration ........................ 38 S&S Trucking & Brokerage ........................ 45 San Jaoquin Total Care .............................. 39 TEC Stockton ................................................. 11 Thermo King Fresno ....................................... 40 Thermo King Northwest ................................... 60 Tiger Tool ...................................................... 36 Trinity Quality Freight ....................................... 53 Utility Trailer Parts ....................................... 42 Utility Trailer Sales ....................................... 2 Valley Freightliner Inc ..................................... 57 Van De Pol Petroleum ................................... 24 Velocity Vehicle Group .................................... 17 Volvo Trucks .................................................... 5 Wraich Transport LLC North American T. Stop ...45 Western Peterbilt .............................................. 15 4

08 14 16 26 30

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Trucking, Transportation or Logistics?

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Unified Carrier Registration (UCR) XUnIPweIf kYrIAr rijstRySn (XU.sI.Awr)

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L.A. Planning to Build e-Highway for Electric Trucks

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No load is worth your life tRUCK sAFETY a pROACTIVE aPPROACH

Truck Drivers are Safest Drivers on the Road

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December / January 2015

Buscados

operadores propietarios y conductores de la empresa

operadores propietarios For More Info call:

Roger Singh or Harjit Tut

831-768-3800

Controladores de la empresa  Conductores de camiones comerciales

con por lo menos 2 años de conducción y experiencia del chaquetón

 cargas de California a los 11 Estados

del oeste

 Gane hasta $0.42 por milla No hacemos controladores de atropellar a horas legales

SERGIO 831-750-7296

Or email to sergio@elitetransaz.com

Please call us for your next load.

TEL: 602.278.2624

1201, N.54Th Avenue, Suite 122 Phoenix, AZ 85043 Fax: 602.278.2625

144 W.Lake Ave Watsonville, CA 95076 / January 2015 ADecember TUT Brothers Company 52

5t OCTOBER w w w . e l i t e t r a n s pSEPTEMBER o r t a t i/ o n . n e2014

Truck Safety

- A Proactive Approach

Seguridad Del Camión - Un Acercamiento Proactivo

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orth America has experienced tremendous growth over the past decade in the manufacturing sector.

This increase in production has directly impacted the transportation industry, in particular the trucking sector.

However, growth in the trucking industry has not necessarily increased profits for company owners. Increasing fuel prices and high rates of driver turnover make profitability scarce and in many cases impossible under inadequate management. However, oftentimes companies endure the largest financial losses in equipment repair. Statistics indicate that on average, a single driver will accumulate twelve to thirteen thousand miles per month on a single tractor. When taking team drivers into consideration, this number doubles to approximately twenty-four thousand miles per month. This amount of mileage requires that operators and company owners have extensive knowledge on truck maintenance and repair procedures. This month’s edition will explore this topic in detail, and provide insight into how equipment owners can maximize the operational life span of their vehicle.

A company’s record-keeping procedures are an important step in ensuring truck maintenance requirements are fulfilled in a timely, consistent manner. A truck is a complex piece of machinery with hundreds of different components. For this reason, it is often essential to create a list of the various components which are prone to wear and tear. Once this list is created, the company or vehicle owners should make note of the dates in which each part was last serviced. Most companies follow this protocol when servicing their tractors for oil and filter changes.

However, this is simply not sufficient. Operators should carefully review various other parts, such as the turbocharger, alternator, radiator and timing belts. Although prices for parts vary depending on manufacturer, repairs can significantly hamper earnings.

For example, the cost of an average turbocharger can easily be $2,400 for a replacement. Furthermore, poorly functioning parts can dramatically decrease vehicle operational efficiency and lead to further problems in the future.

The high cost of repairs has for many years plagued the trucking industry. For this reason, companies with fleet sizes of over ten vehicles have strategically allocated financial resources to hire full-time in-house mechanics. There are several benefits associated with this practice. Firstly, costs are kept significantly 6

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orte América ha experimentado un tremendo crecimiento desde la década pasada en el sector manufacturero. Este incremento en producción ha directamente impactado la industria de la transportación, en particular el sector camionero. Sin embargo, el crecimiento en la industria camionera no ha necesariamente incrementado las ganancias para los dueños de las compañías. Incrementos en los precios del combustible y altas tarifas del volumen de facturación del conductor, hace la rentabilidad escasa y en muchos casos, imposible bajo una inadecuada administración. Sin embargo, frecuentemente las compañías tienen que soportar las más grandes pérdidas financieras en la reparación del equipo. Las estadísticas indican que en promedio un conductor por sí solo acumulará doce a trece mil millas por mes en un solo tractor. Cuando se toma en consideración que algunos conductores trabajan en equipo, este número se duplica a aproximadamente veinticuatro mil millas por mes. Esta cantidad de millaje requiere que los operadores y dueños de negocio tengan un conocimiento extensivo en procedimientos de mantenimiento y reparación de camiones. La edición de este mes explorará este tema en detalle, y proveerá una mirada hacia cómo los dueños de equipo pueden maximizar la duración de la vida operacional de su vehículo.

Los procedimientos de llevado de registros de una compañía, son un importante paso en asegurar que los requerimientos de mantenimiento del camión, sean completados en una manera consistente y a su debido tiempo. Un camión es una pieza compleja de maquinaria con cientos de diferentes componentes. Por esta razón, es seguido esencial crear una lista de los varios componentes que son propensos a desgastarse. Una vez que esta lista es creada, la compañía o los dueños de vehículo deberían hacer notas de las últimas fechas en las que a cada parte se le dio servicio. La mayoría de las compañías siguen este protocolo cuando le dan mantenimiento a sus tractores, para cambios de aceite y filtro. Sin embargo, esto simplemente no es suficiente. Los operadores deberían cuidadosamente revisar varias otras partes, como son el turbocompresor, alternador, radiador y bandas del tiempo.

Aunque los precios de las partes varían dependiendo en el fabricante, las reparaciones pueden significantemente dificultar las ganancias. Por ejemplo, el costo de un turbocompresor promedio puede fácilmente ser $2,400 por un reemplazo. Aún más, las partes que andan funcionando pobremente, pueden dramátiDecember / January 2015

lower, because wait times and labor costs are reduced. This eliminates the need for company owners to have to service their vehicles in independent truck repair shops that are often very busy with heavy work loads. This often leads to aboveaverage wait times, and impacts company profits as the vehicle is out of commission for longer periods. In contrast, the in-house mechanic is available to service the truck whenever a repair is required. Furthermore, company drivers also experience a sense of comfort in knowing that routine inspections are being conducted on the vehicle when they arrive from a trip. If vehicles are not inspected properly by certified mechanics, this can often cost drivers hundreds of dollars in fines from inspection stations and highway patrol. Over the years due to safety hazards, highway enforcement has witnessed a significant increase in officers. There is tremendous pressure on company owners and drivers to ensure safety on the road.

Given the extraordinary size and weight of a tractor/trailer combination, even one malfunction can cost several lives.

Although in-house mechanics are advantageous, they often come with a hefty price tag. With the increase in demand for diesel technicians, wages have experienced a tremendous growth. This is clearly not a viable option for companies with smaller fleet sizes. In the initial stages of any transport business it is highly recommended that company owners take formal training on general maintenance and repair work. With the minimum labor charges now in effect with most truck and auto repair shops, even changing a light bulb can cost upwards of $100. This may seem like an insignificant amount next to the average revenue from a trip, but small repairs add up, and must be multiplied by the fleet size. Small repairs such as this cost companies thousands of dollars a month.

Proper maintenance procedures are often overlooked by drivers and company owners alike. The expression, “If it’s not broken, why fix it?” runs parallel with the mindset of many individuals in the transport sector. This type of thinking is simply unacceptable in today’s trucking environment, and proactive measures to ensure road safety and adequate vehicle operation are a fundamental cornerstone in running a successful trucking operation.

camente disminuir la eficiencia operacional del vehículo y conducir más adelante a problemas en el futuro.

El alto costo de las reparaciones ha por muchos años plagado la industria camionera. Por esta razón, compañías con tamaños de flota de más de diez vehículos, han estratégicamente asignado recursos financieros para contratar sus propios mecánicos de tiempo completo, que trabajen para ellos dentro de su compañía. Existen varios beneficios asociados con esta práctica. Primeramente los costos son conservados significativamente más bajos, porque los tiempos de espera y los costos de labor son reducidos. Esto elimina la necesidad para los dueños de compañía, de tener que darle servicio a sus vehículos en talleres de reparación de camiones independientes, que están frecuentemente muy ocupados con pesadas cargas de trabajo. Esto seguido conduce a tiempos de espera por arriba del promedio, e impacta las ganancias de la compañía cuando el vehículo se encuentra fuera de comisión por largo tiempo. En contraste, el propio mecánico de la compañía está disponible para darle servicio y mantenimiento al camión en cualquier momento que una reparación está siendo requerida. Además, los conductores de la compañía también experimentan un sentido de tranquilidad sabiendo que inspecciones de rutina están siendo conducidas en el vehículo cuando ellos llegan de un viaje. Si los vehículos no son inspeccionados apropiadamente por mecánicos certificados, esto puede seguido costar a los conductores, cientos de dólares en multas de parte de las estaciones de inspección y patrulla de caminos. A través de los años, debido a los peligros en la seguridad, se ha visto un significante incremento de oficiales en las carreteras. Existe una tremenda presión en los dueños de compañía y conductores para garantizar la seguridad en el camino. Dado el extraordinario peso y medida de una combinación de un tractor/ tráiler, hasta un funcionamiento defectuoso puede costar varias vidas.

Aunque los propios mecánicos que trabajan dentro de la compañía son una ventaja, ellos frecuentemente vienen con una etiqueta de precio considerable. Con el incremento en la demanda por técnicos en diésel, los salarios han experimentado un tremendo crecimiento. Esta no es claramente una opción viable para las compañías con medidas de flotas más pequeñas. En las etapas iniciales de un negocio de transportación, es altamente recomendable que los dueños de compañía tomen entrenamiento formal en mantenimiento general y trabajo de reparación. Con los cobros mínimos de labor ahora en efecto con la mayoría de camiones y talleres de reparación automotriz, hasta cambiando un foco puede costar por arriba de $100 dólares. Esto puede parecer como una cantidad insignificante junto a la ganancia promedio de un viaje, pero reparaciones pequeñas se van acumulando, y tienen que ser multiplicadas por el tamaño de la flota. Pequeñas reparaciones como éstas cuestan a las compañías miles de dólares por mes.

Los procedimientos apropiados de mantenimiento son frecuentemente pasados por alto, tanto por los conductores como por los dueños de compañía. La expresión, “Si no está quebrado, ¿ por qué arreglarlo?” corre paralela con la forma de pensar de muchos individuos en el sector transporte. Este tipo de pensamiento es simplemente inaceptable en el ambiente camionero de hoy, y medidas proactivas para garantizar la seguridad del camino y adecuada operación del vehículo, son una fundamental piedra angular en cuanto a correr una exitosa operación de los camiones de transporte.

by Dara Nagra

MBA PMP ®

December / January 2015

7

Trucking with

By: PASH BRAR

THANK YOU AND STAY SAFE! GRACIAS Y PERMANEZCA SEGURO!

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ith winter fast approaching, the safety of truck drivers becomes paramount. Each year there are numerous injuries and fatalities. Though all of them can’t be prevented, drivers may want to plan for the future and look in to prevention.

When leasing a truck or trailer, insurance can be added to the deal. We offer life, disability, and loss of employment insurance.

You can choose one or all three. We hope you don’t need it, but just in case, insurance can cover payments, and aid your family just in case something unexpected happens. However, prevention is the first step.

When purchasing a truck, safety for the drivers comes first for me. Personally I don’t really care what colour truck you want, if you want a chrome package, or a fancy skull on the hood. I want to make sure you come home after each trip.

I like options in a truck like LED lights. If you can see better, and can be seen better, I’m all for it! I encourage drivers to add this option. LED’s only came out recently on some of the new models of trucks. Traction control is coming out in a lot of new automatic trucks. The ABS will kick in if the truck is slipping and backs fuel off the tires to help guide the truck straight. This is an an option available in manual transmissions too. There are roll over features to maintain stability. Bigger brake lines are out on 2011 and newer trucks which stop the truck in a shorter distance. So consider that older truck can’t stop as fast if purchasing used. On trailers ABS has been standard since the late 1990’s and Canada pioneered this before the USA. Not all these options are standard, but I encourage drivers to add them. I ask the dealerships to add all the safety features available to my driver’s trucks. The dealerships don’t meet the driver’s families and kids like I do, so I want to look out for the whole household. If it’s a safety option, add it! Don’t look at the cost as it can be covered by financing. Lives aren’t measured in dollars and cents.

I often have drivers asking why I do so much for them. I meet them at their yards, at their homes, and in their trucks to sign a deal and try to make sure they never miss work. I meet them in the evenings and weekends and keep them on the road without missing a load, all while having tea with them and the whole family. The reason I do so much is because about a year and a half ago I knew a driver who was killed in Calgary. I spoke to him just a few minutes before it happened. One minute he was 8

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on el invierno aproximándose rápido, la seguridad de los conductores de camiones se hace suprema. Cada año hay numerosas lastimaduras y fatalidades. Aunque todas ellas no pueden ser prevenidas, los conductores podrían querer planear para el futuro y mirar hacia la prevención.

Cuando se está rentando un camión o tráiler, el seguro puede ser sumado al trato. Ofrecemos seguro de vida, incapacidad y pérdida del empleo. Usted puede elegir uno, o todos los tres. Esperamos que usted no lo necesite, pero por si a caso, el seguro puede cubrir los pagos, y ayudar a su familia, sólo en el caso de que algo inesperado pase. Sin embargo, la prevención es el primer paso.

Cuando se está comprando un camión, la seguridad de los conductores viene primero para mí. Personalmente a mí no me preocupa qué color de camión usted prefiere, si usted quiere un paquete cromado, o una llamativa calavera en la cubierta. Yo quiero asegurarme que usted regrese a su hogar después de cada viaje.

A mí me gustan las opciones en un camión como las luces LED. Si usted puede mirar mejor, y puede ser visto mejor, ¡Estoy muy a favor! Yo aliento a los conductores para que añadan esta opción. Las luces LED solamente salieron recientemente en algunos de los nuevos modelos de camiones. Control de tracción está saliendo en muchos nuevos camiones automáticos. El ABS dará inicio si el camión está deslizando y respalda combustible a los neumáticos para ayudar a guiar al camión a que se vaya derecho. Esta es una opción disponible en transmisiones manuales también. Hay características de volteo para mantener la estabilidad cuando se da la vuelta. Líneas de freno más grandes salieron en el 2011 y camiones más nuevos que paran el camión en una distancia más corta. Por ello, considere que un camión más antiguo no puede parar tan rápido si se compra usado.

En los tráilers ABS ha sido estándar desde a finales de los 1990΄s y Canadá fue pionera en esto antes que los Estados Unidos. No todas estas opciones son estándar, pero yo aliento a los conductores a que las añadan.

Yo les pido a los concesionarios automotrices que le añadan todas las características de seguridad disponible para los camiones de mis conductores. Los concesionarios automotrices no conocen a las familias de los conductores y sus hijos como lo hago yo, así que yo quiero tener en cuenta a todo el hogar. Si es una opción para la seguridad, súmela.

No mire el costo ya que puede ser cubierto mediante financiación. Las vidas no son medidas en dólares y centavos.

Yo seguido tengo conductores preguntando por qué yo hago tanto December / January 2015

talking to me on the phone and faxing me paperwork, and a few minutes later he was dead on the street with a white sheet covering him. Under that white sheet was my friend.

He had a wife and two kids, and two brothers who are also drivers. He drank coffee instead of tea. He was a good person and he died a hero. He saved another driver’s life who was with him, and died in the process. I answered the phone when his family realized what happened and dealt with his daughter shrieking “What happened to my dad?

Where is my dad?” That’s why I do so much. He worked hard and died.

I was asked at my work what would happen if one day we had to repossess some of the trucks or trailers I have financed. My reply was simple. All of my clients are great.

They have great credit, and if something had gone wrong with their credit in the past, they told me the truth up front and were very honest. They are all trusted and no one has missed payments so far. I don’t think we will repossess on any of my clients, but one day one of them won’t make it home alive and the equipment will be written off. I don’t want to see that day. All of my drivers have become my good friends so keep being my friend and stay safe.

Every truck driver out there risks his or her life every single day to bring you all the goods you’re used to having. Look around your house. That furniture was brought in on a truck. Those apples, that carpet, the counter tops, the appliances, the clothes, cosmetics, your television, were all on a truck. Everything in your home was brought in on a truck and so was everything in your favorite grocery store, restaurant, and shopping mall. So thank you to all the drivers who risk their lives every day so we can have all the things we need. Keep that in mind when you tail gate a truck driver or cut them off. Remember that when you get frustrated that they move slower than a car. They move slower because they carry a lot more weight which makes it a lot more dangerous. Have respect for what they do and thank them. Don’t honk and swear at them, wave a friendly thank you as you pass them safely and legally. They do it for all of us and to feed their families. Drive safe!

December / January 2015

por ellos. Yo me reúno con ellos en sus yardas, en sus hogares, y en sus camiones para firmar un trato e intentar asegurar que ellos nunca dejen de trabajar. Me encuentro con ellos en las tardes y fines de semana y los mantengo en el camino sin perderse una carga, todo mientras tomando el té con ellos y la familia entera. La razón de que yo hago tanto es porque hace como un año y medio conocí a un conductor quien fue matado en Calgary. Yo hablé con él sólo unos minutos antes de que esto pasara. Un minuto él estaba hablando conmigo en el teléfono y enviándome por fax unos papeles, y unos pocos minutos después él estaba muerto en la calle con una sábana blanca cubriéndolo. Bajo esa sábana blanca estaba mi amigo. Tenía una esposa y dos hijos, y dos hermanos quienes son también conductores. Tomó café en vez de té. Fue una buena persona y murió siendo un héroe. Salvó la vida de otro conductor quien estaba con él, y murió en el proceso. Yo contesté el teléfono cuando su familia se dio cuenta de lo que pasó y escuché los sollozos llenos de dolor de su hija “Qué le pasó a mi papá? ¿Dónde está mi papá? Es por eso que yo hago tanto. El trabajó duro y murió.

Me preguntaron en mi trabajo que pasaría si un día tenemos que recuperar algunos de los camiones o tráilers que yo he financiado. Mi respuesta fue simple. Todos mis clientes son grandes. Ellos tienen muy buen crédito, y si alguna cosa había salido mal con su crédito en el pasado, ellos me dijeron la verdad de frente y fueron muy honestos. Se les tuvo confianza y ninguno ha dejado de hacer ningún pago hasta ahora. Yo no creo que le recuperaríamos a ninguno de mis clientes, pero un día uno de ellos no llegará a su hogar vivo y el equipo será dado de baja. Yo no quiero ver ese día. Todos mis conductores se han hecho mis buenos amigos, así que siga siendo mi amigo y manténgase a salvo.

Cada conductor de camión allá afuera arriesga su vida todos los días para traerle a usted todas las cosas y mercancías que usted está acostumbrado a tener. Mire alrededor de su casa. Esos muebles fueron traídos en un camión. Esas manzanas, esa alfombra, las encimeras, los electrodomésticos, la ropa, los cosméticos, su televisión, estuvieron todos en un camión. Todo en su hogar fue traído en un camión y así fue todo en su tienda de mercado favorito, restaurante y centro comercial. Por lo tanto agradezca a todos los conductores quienes arriesgan sus vidas todos los días para que nosotros tengamos todas las cosas que necesitamos. Mantenga eso en mente cuando vaya manejando detrás de un conductor de camión o lo rebase. Recuerde cuando usted se frustre, que ellos se mueven más despacio porque cargan mucho más peso, lo cual es mucho más peligroso. Tenga respeto por lo que ellos hacen y agradézcales. No les toque la bocina, o les jure, ondéeles un gracias amigable cuando los pase segura y legalmente. Ellos lo hacen por todos nosotros y para mantener a sus familias. ¡Conduzca con seguridad!

9

By: G. Ray Gompf

H

appy New Year. Every year we start the new year with hope that the next year will be better than the last one. Often this concept is hollow in that we tend to revert back to our old ways because they are comfortable.

Our old habits overrule all those good intentions with which we start the new year. But what would happen if we actually made those New Year’s Resolutions with some meaning and make the life changes necessary to make a difference.

Let’s think about it for a minute. The only way to grow is to make and accept change. I invite everyone to share these resolutions that follow. We tend to make resolutions about ourselves and for ourselves but why not make resolutions that would make the world a better place or at least our immediate world.

Resolve to be a safer driver.

That’s only six words but the meaning is much more than six little words. What makes us a safer driver? It’s a little harder to describe but that’s what I’m going to try to do.

Be conscious of your surroundings. That’s a biggie. Be aware of that car creeping up your blind side; that car running along side of you not passing, just sitting there in your blind spot.

But then you all know that anyway. You know how to drive and drive safely in traffic. So, resolve to be more focused and don’t let your mind slip to automatic pilot as we often do, especially when the road ahead gets to be a bore. So being conscious always is a good way to look at it. Maintain that safety margin and don’t creep up on the vehicle ahead of you. Even at a safe distance 10

back, to the car in front of you, you look much closer than you are and those car drivers see us as a threat.

Remember, “ANY TIME IS TRAIN TIME”. Never, ever, leave yourself exposed on a railway track. Make sure when you start to cross a railway track that you can clear that track without leaving any part of your vehicle on or near the track where there is any possibility of a train coming along and striking a part of your vehicle. Anytime, a train and another vehicle or person is struck the train is not at fault. More often than not there is a fatality. For more information on truck rail safety, you may want to visit www.operationlifesaver.ca Every time you engage the reverse gear to go backwards be absolutely certain there is nothing that is going to cost you an insurance claim or worse, that you injure another living creature.

Let’s just resolve to make every day a safe day. I know we all try to achieve that goal because we all have a vested interest in getting back to our families safely and soundly. It’s those little lapses in focus that cause us the grief. Fortunately, most of those little lapses do not result in any problems but it’s those that do that must concern us. We have a difficult task to perform. We can be involved in mind numbing traffic jams to mind numbing boredom all within the same hour yet, we have this absolutely wonderful feeling of contribution to society that keeps us going. The overwhelming majority of the general driving public consider us not much more than a nuisance or inconvenience to their existence therefore they treat us as such on the road. We December / January 2015

have to change their attitudes to the point where they recognize our worth. They need to be proud of us every time they pick up a loaf of bread, buy a piece of clothing, even a new car because without our safe involvement in the supply chain, they would have nothing. If, we all have a safe year, it would go a long way to changing the public’s attitude in our favour.

When we all are safer, the word more courteous enters into the lexicon. Those two words just go together. One follows the other. Perception is reality therefore we need to make the reality the perception. Let’s be perceived as being the safest drivers on the road because the fact is we are, no ifs, buts, or ands.

If we resolve to be and achieve a safer year than last, our insurance rates can go down or at least hold the line. If there is less risk, there is less insurance premium to pay.

Resolve to watch your dress and deportment.

If we want to be looked upon as professional, then it’s time we looked the part. That doesn’t mean we have to be in a suit and tie. But we can be clean and neat. Yes, there are times when we have to crawl in the dirt and get dirty, but we don’t need to look like that for two days. When you have to crawl under the truck to check the brakes, for example, use your coveralls and work gloves to keep yourself as clean as possible.

We can watch our language and not use profanity especially when civilians are around. There are a lot of people, especially children, that do look to us as role models. There are those who look at every detail of our presentation and judge us solely on the way we look. If we can resolve to present ourselves at all times as treating our work place with respect, then other people will

respect us too. It’s a two way street. If we want to be respected, then we need to respect ourselves first.

Resolve to ensure your vehicle is in the best possible mechanical shape it can be.

There is one maintenance issue that has recently reached my consciousness. Our brake foot valve can cause problems. Over time, especially because we operate in a world that uses salt, a corrosive, to make the roads safer, some of that salt tracks into our trucks on our boots and that salt can corrode the pin that connects the foot valve itself to the truck. As the pin corrodes it prevents the foot valve from fully releasing which can lead to the brakes being slightly applied and we don’t notice because we adjust our thinking instead of feeling when things start to go wrong. As a result brake shoes can become worn out before their time, not only that but they can become overheated, causing fires or failure unexpectedly. When we’re doing our maintenance checking let’s ensure we look at all those little things that could cause us grief.

Pay absolute attention to your circle checks. Ensure you run absolutely legal. Don’t allow outside influences to rush you possibly causing you to lose focus. There is no load of freight worth your life so don’t take those chances.

Read about and listen to all those things that can have an effect on our daily lives as we work and interact with others.

Study ways to improve our lives and take the actions necessary to make our world a better place. Interact with others in the industry to stay ahead of the various issues that periodically come up.

Have a safe, happy and prosperous 2015.

P Ken Hindmarsh (North of Merced)

209.366.4909

Xavier Flores (Bakersfield to Merced)

559.994.6601

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11

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u o y e r A

Hauling General Freight?

T

here are thousands of loads in transit every day within Canada and the U.S. While many carriers specialize in the transport of certain commodities such as steal, chemicals, etc, the most frequent load type continues to be general freight. This particular type of commodity has no universal shape or form, and therefore requires expert knowledge in freight handling as well as provincial and interstate regulatory procedures. This week’s article will take an in-depth look into the multi-dimensional rules and regulations governing the transfer of general freight, and the precautions one must take when hauling this form of cargo.

What is General Freight General Freight is best described as “a wide variety of commodities in standard trailers”. This particular type of freight can be both Truckload and Less-Than-Truck Load. In most cases, carriers who handle general freight will pick up multiple shipments and consolidate the freight to form a truckload. This can often be a tedious process, and carriers must factor in extra weight, and fuel consumption when shipping this type of cargo as it requires multiple pick-ups and deliveries. Carriers must also take into consideration the additional paperwork that must be completed to haul multiple shipments, even if they are to be consolidated into a single trailer-load. Each individual shipment must have a separate bill of lading, and customs identification number if crossing the border. In essence each partial load must be treated as individual freight, with its own supporting documentation.

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General Freight Classification System There are several different forms of general freight, and each type is accompanied by an individual identification code.

This universal code is used by motor freight regulatory agencies to monitor shipments and identify the thousands of different commodities that are in transit on a daily basis. The organization responsible for administering the codes used for classifying freight is known as the National Motor Freight Traffic Association. Each form of general freight falls into a specific class, which is uniquely identified by a “NMFC” code.

Why do Carriers Consolidate Freight?

Freight Consolidation is utilized as a powerful tool in maximizing profitability when shipping freight. With increasing fuel prices, and a continuous shortage of drivers, Carriers must ensure the most efficient procedures are in place to minimize operational costs, and capitalize on freight contracts. For most carriers this goal can only be achieved through the transportation of Full Loads, whereby the trailer is filled to its maximum capacity. Freight consolidation helps attain this goal because various general freight shipments from different shippers are combined into a single trailer. This strategy saves the shipper a significant amount of money, as the company does not have to reserve a full trailer for only a partial load. The carrier also benefits from this practice, as efficiency and flexibility are significantly increased.

What is the difference Between General Freight and Specialized Freight?

The difference between general freight and specialized December / January 2015

freight is essentially quite simple. Specialized freight refers to commodities, which require specialized equipment to transport. General freight is mostly transported in regular trailers, such as vans, high cubes, & straight body trailers. Examples of specialized freight would include, lumber, steel, industrial machinery, pipe lines, and air craft components. These particular goods require much more attention then general cargo, to ensure road safety. Lumber and Steel for example are extremely heavy commodities to transport, and often require equipment such as ‘tri-axle’ flat bed trailers to transport. Government regulations surrounding specialized freight are also much more stringent. Almost all provinces and states require that carriers obtain specialized permits and provide prior notice when hauling specialized freight.

Summary As clearly evident in today’s transportation sector, the array of freight classes is virtually endless. The general freight category is one which requires much attention, and can be considered the fundamental back bone of several companies within the transport industry. Carriers must utilize strategies to maximize efficiency through general freight consolidation, while ensuring that they understand the policies and regulations that govern the transportation of general freight.

December / January 2015

FMCSA announces EDL policy to be published by September 2015

T

he Federal Motor Carrier Safety Administration has issued a timeline for a final rule requiring truckers to use electronic logging devices to record their hours of service. The administration announced that it intends to submit a final rule to the Office of the Secretary of Transportation in May 2015 and publish the rule by the end of September 2015.

FMCSA continues to say its rule would establish four things: • minimum performance and design standards for hours-of-service (HOS) electronic logging devices (ELDs); • requirements for the mandatory use of these devices by drivers currently required to prepare HOS records of duty status (RODS); • requirements concerning HOS supporting documents; and • measures to address concerns about harassment resulting from the mandatory use of ELDs. The issue of ELDs and driver harassment by motor carriers was the subject of a recent third-party survey commissioned by the administration.

The survey showed that harassment by carriers was commonplace, but did not tie the harassment to the use of electronic logs.

Congress passed a law in 2012 that required the FMCSA to bring a new final rule, satisfying the edict that ELDs cannot be used to harass drivers, by October 2013. The administration’s 2015 timeline is running about two years behind that.

Trucking Groups have vowed to continue fighting against the mandatory use of electronic logs, saying they will make no more differences in safety than paper logs and may actually lead to increased fatigue and driver harassment on the highways.

13

Are You Choosing The Right Route For Your Truck?

Estás Eligiendo La Ruta Correcta Para Tu Camión?

T

E

xisten dos propuestas que un dueño de negocio puede tohere are two approaches a business owner can take to mar para incrementar las ganancias de su negocio. La increase their business revenue. The first approach is primera es incrementar su participación en el mercado to increase its market share by targeting new customers or by offering additional services to its current customer base. enfocándose en atraer nuevos clientes o mediante el ofrecimiento de When the business is new, this is a very appropriate approach a servicios adicionales a sus clientes básicos que ya tiene. Cuando el nebusiness can take. But, once the business reaches a specific level, gocio es nuevo, esta es una manera apropiada que un negocio puede it becomes more difficult to keep adding new services or increastomar. Pero, una vez que el negocio alcanza un nivel específico, se hace más difícil seguir añadiendo nuevos servicios o incrementando la ing the customer base. At that stage, there is a second approach base de clientes. A este punto, existe una segunda manera que se hace which becomes more feasible for a business owner to adopt. That más viable que un dueño de negocio adopte, y es hacer que el negocio approach is to make the business more efficient to operate. In sea operado más eficientemente. En otras palabras, eficiencia quiere other words, efficiency means reducing the cost of operations. In decir reduciendo el costo de operaciones. En el negocio del transporte, the trucking business, there are a number of ways to reduce the hay varias maneras de reducir ese costo. El propósito de éste cost of operations. The focus of this article is to reduce artículo es reducir el costo de operaciones usando técnicas de the cost by using Route Optimization techniques.

Optimización de la Ruta.

The goals of Route Optimization are threefold: Las metas de la Optimización de la Ruta son por trip• Minimize empty miles • Optimize paid miles, fuel usage and hours of service licado: • Plan ahead for next trip • Minimizar las millas vacías Empty or unpaid miles are the bane of any trucking • Optimizar las millas pagadas, el uso del combustible y company. Every minute that a truck spends on the road las horas de servicio without carrying a paid load means lost money for the • Planear con anticipación el próximo viaje - Dara Nagra business. Losses are both immediate such as driver’s pay Las millas vacías o no pagadas son la prohibición de las MBA PMP ® and fuel, and long term, as in excess wear and tear on the compañías camioneras. Cada minuto que un camión gasta truck and trailer. With a detailed map of a truck’s current en el camino sin transportar una carga pagada quiere decir route available, it becomes easier to locate potential loads on or pérdida de dinero para el negocio. Las pérdidas son por igual tanto near the path being followed. inmediatas como el pago al conductor y su combustible, así como a A poorly planned trip can easily result in delays that will cost largo plazo, el desgaste excesivo del camión y el tráiler. Con un mapa the business owner in increased driver time, fuel expenses and detallado de una ruta disponible actualizada para el camión, se hace potential penalties from their clients. A driver who is given demás fácil localizar cargas potenciales en, o cerca de un camino que se va recorriendo. tailed instructions on what roads to take and areas to avoid will Un viaje pobremente planeado, puede fácilmente resultar en respend more time driving to his destination and less time trying to find it. Modern mapping software has aids beyond just truck trasos que le costarán al dueño del negocio en tiempo incrementado de routes. Locations of truck stops and tracking of nationwide fuel manejo, gastos de combustible y penalidades potenciales de parte de prices make it possible to schedule refueling stops where the lowsus clientes. Un conductor a quien se le dan instrucciones detalladas en est price is available. Traffic reports covering most major roads qué caminos tomar y áreas a evitar, empleará mejor el tiempo maneenable a truck to find alternate routes before becoming stuck in jando a su destino, y gastará menos tiempo intentando encontrarlo. El traffic jams. software moderno para mapas tiene ayudas más allá que solamente The ideal route is a continuous sequence beginning and endrutas para los camiones. Localizaciones de paradas para camiones y ing near the company yard where every delivery is immediately seguimiento de los precios nacionales del combustible, hacen posible

14

December / January 2015

followed by a pickup in the same or a nearby location. This is the goal every dispatcher should work towards when they are taking orders for their trucks. A driver should always have his next load lined up before arriving at his current destination.

“Miles” are a great yardstick for any trucking company to measure its business growth. The more miles a truck travels the more money the company makes. On the other hand, more mileage also means more expenses. Especially with skyrocketing fuel prices, every out-of-route or empty (non-billable) mile a truck travels increases the operating expenses for the business. So, here is the place where technology like mileage optimization software comes into the picture. Mileage software began 20 years ago as an extension of printed standard mileage guides accepted by shippers and carriers for negotiating rates. By automating calculations, the electronic guides offered a major convenience for those that could afford to make the switch. Over the years, however, computing power available for PC-based systems and better methods for obtaining mapping information in digital formats has greatly expanded the use of mileage and routing to a wide variety of basic fleet management functions. There are two main software vendors who provide route software solutions. One is the Princeton, NJ based private company ALK Technologies (www.alk.com). The other is the Bridge City, Texas based ProMiles (www.promiles.com).

Alk is known for their PC*Miler Software. PC*MILER is the transportation and logistics industry’s leading routing, mileage and mapping software solution. A route can be planned by using practical or shortest routing parameters. It can further classify the route with toll discouraged, national network, 53’/102’ trailer or hazardous materials routing. Its planning restrictions

ponerle horario a las paradas para poner combustible, donde el precio más bajo está disponible. Los reportes de tráfico cubriendo los caminos más importantes le permiten a un conductor encontrar rutas alternativas antes de que se vea atrapado en embotellamientos de tráfico.

La ruta ideal es una continua secuencia empezando y terminando cerca de la yarda de la compañía, donde cada entrega es inmediatamente seguida por el levantamiento de otra entrega en la misma ubicación o en una cercana. Esta es la meta hacia la cual deberían de trabajar todos y cada uno de los despachadores cuando están tomando pedidos para sus camiones. Un conductor debería siempre tener su próxima carga alineada antes de llegar a su actual destino.

“Miles” son un gran indicador para que cualquier compañía mida el crecimiento de su negocio. Las más millas que un camión viaja, el mayor dinero que la compañía hace. Por otra parte, más millaje también significa más gastos. Especialmente con los precios estratosféricos del combustible, cada milla fuera de la ruta o vacía (no-cobrable) que un camión viaja, incrementa los gastos operacionales para el negocio.

Por lo tanto, aquí está el lugar donde la tecnología como el software para la optimización del millaje aparece en el panorama. Este software comenzó hace 20 años como una extensión de guías estándares impresas para el millaje aceptadas por enviadores y transportistas para negociar las tarifas. Mediante cálculos automatizados, las guías electrónicas ofrecieron una mayor conveniencia para aquellos que podrían pagar por hacer el cambio. Con el paso de los años, sin embargo, la potencia de cálculo disponible para sistemas PC-basados y mejores métodos para obtener información en formatos digitales, han expandido grandemente el uso de millaje y enrutamiento a una amplia variedad de funciones para el manejo básico de la flota. Existen dos principales vendedores de software para solucionar las rutas. Uno es ALK technologies (www.alk.com) compañía privada con base en

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include everything from bridge heights and clearances, load limits, one-way road designations, left-hand and dangerous turn restrictions, urban road classifications, truck-restricted and truckprohibited roads. Other benefits include truck-specific, turn-by-turn street-level directions, mileage and maps for dispatch, rate determination and quotes, trip cost and time estimates, dispatch, driver pay, fuel tax reporting, driver log auditing, load planning, carrier selection, freight bill auditing and logistics analysis.

Promiles offers a commercial vehicle / truck routing and mileage software for professional drivers and fleets. It includes address to address routing, custom vehicle configurations, basic fuel purchase optimization, and has many add-on options and programs available. The other benefits include state mileage summary, full color interactive maps, driver itinerary, shipment analysis, trip quotes, expanded rating capabilities and many reporting options like IFTA reports and IRP renewals.

In Summary, route optimization can generate the most efficient commercial route, complete with detailed driving instructions, accounting for bridge heights, low underpass and commercial vehicle restrictions, seasonal road closures, toll road avoidance and actual posted speed limits.

It is a worthy investment for a trucking company to run its operations more efficiently.

16

Princeton, NJ y la otra es ProMiles (www. promiles.com) la cual tiene su base en Bridge City, Texas.

Alk es conocida por su PC*Miller Software. PC*Miller es la líder en el software de la industria de la transportación y logística de las rutas, con soluciones en software para el millaje y los mapas. Una ruta puede ser planeada usando parámetros prácticos o los más cortos. Hasta puede clasificar la ruta con desaliento al peaje, red nacional, 53’/102’ tráiler o rutas de materiales peligrosos. Sus planeaciones de restricciones incluye todo desde las alturas de los puentes y su despeje o margen libre para pasar, límites de carga, designaciones de camino de una sola vía, restricciones a la izquierda y vueltas peligrosas, clasificaciones de camino urbano, caminos de camión restringido y camión prohibido. Otros beneficios incluye camión específico, direcciones vuelta por vuelta al nivel de la calle, millaje y mapas para despachar, determinación de cuotas y tarifas, estimados de tiempo y costos de viaje, despacho, pago al conductor, reportando el impuesto al combustible, auditoría a los datos y registros de viaje del conductor, planeación de la carga, selección del transportista, auditoría

a la cuenta del flete y análisis logísticos.

Promiles le ofrece un software a los conductores profesionales y a las flotas, para el enrutamiento y millaje de vehículos comerciales/ camiones. Incluye enrutamiento dirección a dirección, configuración de vehículo personalizado, optimización de la compra básica del combustible, además tiene muchas opciones adicionales y programas disponibles. Los otros beneficios incluyen sumario al estado del millaje, mapas interactivos a todo color, itinerario del conductor, análisis del envío, cuotas de viaje, capacidades extendidas de tarifas y varias opciones como reportes IFTA y renovaciones IRP. En resumen, la optimización de la ruta puede generar la más eficiente ruta comercial, completa con detalladas instrucciones de manejo, tomando en cuenta las alturas de los puentes, los bajos pasajes subterráneos y restricciones a los vehículos comerciales, cierre de caminos por la estación o temporada, evitando caminos de peaje y actuales límites de velocidad. Es una inversión que vale la pena para que una compañía camionera corra sus operaciones más eficientemente.

December / January 2015

CVSA agrees SMS Scores be hidden

A letter to Department of Transportation Secretary Anthony Foxx dated Nov. 14, from the Commercial Vehicle Safety Alliance supports the calls of two broad coalitions of motor carrier and other trucking industry organizations for the Compliance, Safety, Accountability program’s Safety Measurement System scores to be removed from public view.

The CVSA group, representing a partnership between industry and enforcement communities, endorsed the CSA program as a law enforcement prioritization tool. “CVSA feels strongly that law enforcement’s access to SMS data must not be limited,” wrote CVSA Executive Director Stephen Keppler in the letter. At once, citing the program’s poor ability to accurately assess individual carriers’ crash risk, Keppler concluded the letter with a call for FMCSA to improve the program’s ability to make a more accurate numerical assessment of crash risk.

And until then, “CVSA echoes stakeholders’ call to remove SMS scores from public view.”

Assurance safety system

by Detroit unveiled

Detroit has unveiled its new Assurance safety system, an adaptive cruise control system that uses radar to maintain safe driving conditions. The product will be available in the first quarter of 2015 on both Cascadias and Cascadia Evolutions.

With the adaptive cruise control turned on, the Assurance system scans the road in front of the truck to determine the proper cruising speed and apply brakes as needed. If the truck has to slow down, it will return to the set speed when traffic clears. The Assurance system is integrated with Detroit’s DD series engines and the DT12 automated-manual transmission. If the system detects that the truck is approaching an obstacle or another vehicle too quickly, it automatically mutes the stereo and sounds an audio alarm. Should the closure continue, the system decreases the tractor’s speed by engaging the brakes and downshifting.

In close traffic, Assurance can be paused for fifteen-minute intervals as long as the vehicle remains under 49 mph

In Cab Camera.

Blessing or Curse?

If you thought companies requiring in cab cameras was an invasion of your personal privacy how would you feel about someone staring directly into your eyes?

That’s right, a detector in your vehicle that monitors your eyelids to make sure you aren’t falling asleep. If a driver does show signs of drowsiness, a sound will be set off to alert the driver. The government recommended adopting the technology after a 2005 incident involving a jackknifed Whole Foods Market truck and a coach carrying a high school marching band. Recently, the Tracy Morgan crash and the truck that hit a college soft ball team in Oklahoma resulting in the death of 4 girls, has put this technology back on the agenda.

The device is expected to cost roughly $2,500 to install.

Perhaps there is a better solution to the ‘sleepy driver’ pandemic, however. If the government really wants to prevent these accidents from occurring, they should look into making the industry less taxing so drivers don’t have to work an ungodly amount of hours just to make ends meet.

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Maintenance of Safety D Records in Preparation for an Audit

espite any trucking company’s size, or whether it runs local or long haul, the “A” word seems to shake up the smaller oneman operation more so than the larger fleet companies.

It is a true pleasure to be able to sit down and write this article and hopefully dispel a lot of the fears that have spread throughout the industry. The first and foremost point I would like to emphasize is that maintaining safety records should start at the time you start your company and not at the time you receive a letter for an audit. In fact, if your company is maintaining its safety records, monitoring safety diligently, and working to improve its safety rating, the chances of being audited are very low. Let’s go back to when you first applied for the DOT/MC number.

At that time, you answered several questions which pertained to driver qualification files, vehicle condition, maintenance of safety files, monitoring of Hours of Service, and safety polices. It is imperative to remember that you agreed to all the statements on the FMCSA registration and thus, completed a legal document stating that those processes were in place. At that point, the processes should already have been implemented. In my experience, 9 out of 10 clients, who have an upcoming audit, have not implemented their requirements or have not properly monitored their policies. Most people tell me they had no idea what was required of them in the first place. As a transport company, you should be familiar with the FMCSA safety information (available online), your CSA scores, and understand the CSA scoring guide and processes. It is a wise idea to bookmark these guidelines because you will need to refer to them on a constant basis.

Starting your company is like starting with a “clean slate” and this is your opportunity to develop and grow your business and implement safety practices that are beneficial for your drivers, your company and for the communities in which you operate. When starting your company register, remember to view your safety profile and monitor your CSA stats consistently at set intervals. Ask the following questions: What are your driver contraventions like? How many and how frequent?

How many scale inspections? How many were OOS or fail at roadside? Why? Ana-

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December / January 2015

lyzing your report regularly will enable you to see a clear picture of your company. But analyzing is just the first step; you need to take action. In an audit situation, there are various areas in a company’s safety records that are examined. I like to think of it as pieces of a pie: Section 1: Driver Qualification Files This encompasses all driver records, employment applications, driver abstracts, licensing requirements, pre-employment verification from previous employers, drug testing results, tickets, and most importantly, disciplinary policy documentation for any particular driver. One common mistake I always see is when a “temp driver” is hired for an emergency situation, for a few hours, and there is no driver abstract or application on file. The answer I typically get is, “It was an emergency and I needed a driver to take the load.” In that one trip, and that one emergency, you as a company owner do not know if the driver had a valid license, if his license was suspended, prohibited or cancelled, or what his driving history was like. The risk you have taken for that “emergency” by not checking a recent abstract could be very dangerous for yourself, the driver, and the public. Another common problem in driver files is excessive contraventions, hours of service violations, and log falsifications by a driver. Just checking your log books is not enough. What have you done as a company to educate, train or discipline your drivers? Do you have proof of that documentation on file? Have you taken those steps within the appropriate time frames and acted accordingly? If you look back at your implementation of disciplinary policy, is your driver improving? These are just some of the questions you need to ask yourself on a regular basis to ensure your driver files are adequate. Thus, when driver qualification files are being audited, there are many aspects that are looked at and reviewed to ensure you are following your obligations. I would like to stress there are many areas to be discussed in depth and be elaborated on, but the purpose of this article is to provide an overview.

as a company, you must ensure regular maintenance is occurring by following a scheduled preventative maintenance plan.

Ask yourself, “As a carrier, do I have a scheduled system to advise of upcoming annual inspections or PM maintenance that needs to be done?” Technology in our industry has jumped leaps and bounds and there are a variety of software systems that automate all schedules to maintain your fleet in a less labor intensive manner. It is also important to look at your profile report. How many road side inspections this month? How many OOS/fails? Is it the same drivers or owner operators? Is it a company unit or an owner operator? Are there consistent trends that can help you improve in certain areas? Are there constant vehicle condition violations? If so why? Many companies say, “I can’t believe I got an out of service. I had just had a full inspection at my mechanics shop.” If that was the case, why did it occur? Did you speak to your mechanic and find out exactly what was done? The bottom line is that companies need to analyze what is going on within their company. Improving vehicles safety performance will not magically happen unless you delve a little deeper. Your carrier profile should be your main tool to specify where improvements are needed. And, ensure your drivers submit all their roadside inspections because not only is it required by law, but you need to see which violations occurred, if any, so that corrective actions

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Section 2: Vehicle Records There are many areas looked at in this section, some of which include valid registration records for power units and trailers, valid annual inspections, historical annual inspections, road side inspections, maintenance records, and PM records and schedules. In this section, there are usually many misunderstandings. The common response I always hear is, “I have owner operators and I am not responsible for the maintenance to their units. That is their responsibility.” This is wrong.

First step back and understand that these owner operators are using you as an authority. If an accident were to occur because of mechanical defects, you as the company owner are responsible. Owner operators MUST provide proof of their repairs to the company on a regular basis (within the required guidelines) and December / January 2015

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19

can be taken to repair the vehicle. The driver also needs to be informed as to what has occurred so it doesn’t happen again. I also hear companies always tell me, “Are you kidding? A preventive maintenance schedule? Who is going to pay for that? There is no money left for me to spend on a PM plan.” Even though regular maintenance of your equipment may seem like extra money slipping away at first, it has been proven to produce long term positive effects. Fixing “minor” problems before they turn into “major” OOS issues can alleviate a lot of costly repair charges, towing charges and fines. So, in the long run, money will actually be saved. Talk to your mechanic about what can be done. Also, speak to the safety inspectors at your office, get to know them, and you will realize that they are there to assist you. And, if you are audited, at least you have taken the appropriate steps to follow your requirements.

Section 3: Hours of Service Records The most controversial section I have saved for last. One thing I want to stress is that in order to improve in this section, you must get to the root cause of the issue. It is not good enough to just check log books. The following questions must be examined: Who in my organization is dispatching the drivers?

When we dispatch a driver do we know how many hours they have available to them at that point? Do they call in to dispatch at regular intervals so we are monitoring where they are and how much time they left before they need to rest? Are they handing in all their required mandatory supporting documents in advance so that we can check the accuracy of their logs? If a driver has gone over hours, when did we as a company find out? What did we do about it? Did the driver need more training? Is this a consistent problem where disciplinary action needs to be taken?

If so, are you monitoring to ensure the driver has improved?

When your logs records are audited, supporting documents must be provided and yes, fuel with time must be included. For a full list of required supporting documents, please refer to the carrier safety guide for further details. I am told by many carriers, “My dispatchers are too busy to be checking how many hours a driver has. That is a driver responsibility, not mine.” Again, I have to disagree. It is equally the responsibility of the company (if not more) to ensure that their drivers are not fatigued or driving over hours. There are many ways to monitor Hours of Service, from Excel templates to calculate HOS, to GPS tracking and EOB recorders. Let’s not forget that E logs will become mandatory in the very near future. At the end of the day, it needs to be done if you want to ensure your records can stand up to the audit. One important point to stress in this section is that what has happened in the past has happened; you cannot scramble in the weeks prior to an audit and try to get logs ready without knowing what has taken place. You must monitor daily, weekly, and monthly to ensure your log books stand up to the audit. And, disciplinary policy must be meaningful and implemented within the specified time period and must account for the driver violations in detail. So, in a nutshell, you need to implement processes to ensure you are monitoring your records and if you have, you should be ready for the audit with open arms!

In summary, there is a lot more that can be discussed and elaborated upon, but I can only hope that carriers pay attention to the following key points: -If you haven’t implemented appropriate safety practice to cover the above, you need to do so now!

-If you are in the business of commercial transport, safety is part and parcel of your business. You need to invest time and resources to safety. At the end of the day, it will affect your business and your bottom line.

- There are many resources, from technology to people, to help you. But remember, at the end of the day, it is your company and you need to be aware of what is going on.

Finally, understand that if you are being audited, there is a reason for it. Rather than taking the negative perspective, look at the positive. This is a signal that you need to improve, and if you take action now, it can save expenditures and lives down the road. Use the audit as a purpose for learning and improving because at the end of the day, this is your livelihood. Is in not worth the effort?

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December / January 2015

Safety Questions/ Answers Regarding IFTA 1. What is IFTA? A: IFTA stands for International Fuel tax Agreement and it is an agreement between Canada’s 10 provinces and 48 US states.

Alaska, Hawaii and Canada’s Territories do not participate. This program/agreement simplifies reporting of fuel consumption by motor carriers that operate in more than one jurisdiction. A carrier would apply in their Base state and would be issued a license and corresponding decal for each applicable vehicle. Upon issuance the carrier is then responsible for quarterly reporting of fuel tax specifying distance travelled and fuel consumption in each state. This report would determine whether there is a tax owing or refund due in each state travelled.

2. What vehicles qualify under IFTA? A: Vehicles that qualify under IFTA would be motor vehicles that transport property or passengers (not recreational vehicles, motor homes campers etc. that are used for personal pleasure).

They would be motor vehicles that are a Two axles vehicle with a GVW of 26,000 ounds or more or: have three axles or more (regardless of weight) and or/ it is a combination or the weight exceeds 26,000 pounds.

3. If I have IFTA is that all I need to go into the various states?

A: No. Oregon has a mileage tax and KY, NM and NY have

a weight/ mileage and fuel tax. Registrations for these are done with each of the respective states listed.

4. What information should I be maintaining to verify the distance records for IFTA? A: Trip details should include Start and end dates of the trip, clearly identify the origin and destination of travel, starting and ending odometer readings are required, total miles and stops should be clearly indicated and unit and vehicle information should be clearly identifiable. Ideally your log books would clearly identify this information and additionally and distance reports of the trips in the software system you use should be retrievable to present upon auditors request.

5. What information is required to verify fuelling for IFTA? A: Detailed receipts and fuel statements should be retained.

Information of fuelling should include Date of purchase, the address and company where it was purchased, the company info of who purchased it, the unit correlating to the fuel up, the qty of fuel and whether in gallons or liters the cost per gallon or litre.

This must be filed in a systemic manner clearly indentifying units, type of fuel and maintained separately from bulk fuelling transactions. Reefer fuel should also be identified. Ensure that the fuel transaction reporting from your software is also available should an auditor require it to reconcile entries against the actual receipts.

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(916) 373-3500 21

Don’t

Just Drive,

Know

Your Truck

O

ver the years, the trucking industry has changed in its human resources. In the day, truckers were sons of truckers and the teamster mentality was in the blood. I’m not talking about the teamster union, I’m talking about the roots of trucking where horses were the motive power.

As the industry moved from horses to engine powered units, those inside the operational part of the industry were inculcated into the industry. They simply learned by osmosis all those things necessary to operate their vehicles safely.

Today, instead of innate knowledge handed down from one generation to the next; government regulation and limited knowledge of the equipment have replaced the common sense that was part and parcel of the industry. We really need to get back to that common sense and I certainly don’t mean to say that in a disparaging manner.

Technology has pretty much replaced the requirement for drivers to have to know their trucks as intimately as before but what happens when the technology fails? Shouldn’t we as drivers know as much as we can about our vehicles? Shouldn’t we have enough knowledge of the various systems of the vehicle at least in order to narrow down to a couple of issues what might be wrong with your vehicle, whether you own it or whether you drive it for some other owner? Shouldn’t we have this innate knowledge to have the faith of our dispatchers to be able to trust our opinions when we say something is wrong and needs to be fixed?

The answers to all these questions is simple. Absolutely. But how in today’s world, where we don’t grow up to follow in our father’s footsteps having absorbed his accrued knowledge, do we get such knowledge.

As a commercial driver in today’s world, we’re not just steering wheel holders and gear shifters, in fact that’s but a miniscule part of the job. In today’s world, we need to have an intimate knowledge of the rules and regulations for 62 individual states and provinces plus the two national rules and regulations. We need to be more than just a little cognizant of rules for the movement of hazardous materials/dangerous goods. We need to be conscious of the “feelings” of the general public with whom we need to share the road.

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We need to understand the general driving public are considerably less skilled than are we, but they feel they have a superior skill level to mere truck drivers. After all, in their minds truck drivers are only truck drivers because they can’t do anything else. They seem to have this feeling that truck drivers are something slightly on the topside of useless.

Seriously, though, we absolutely must know much more about the workings of our trucks than we do. First of all, because the government requires us to do a “circle check” and check on all matters mechanical even though we have no training in all the workings on the mechanical side.

Basically, during the circle check, most drivers are just able to identify the part or the piece they are supposed to examine. It’s really a lot more involved that just identifying the part or piece. It’s determining if that part is sufficiently healthy to make this particular trip or should it be replaced for safety reasons.

Things like brakes, we are supposed to be able to recognize just by looking at things if there is adjustments required and in most jurisdictions, except Ontario, to make those adjustments. In Ontario, we need to recognize the problem then find someone qualified to make the adjustments.

Speaking of brakes. There is a brake issue that’s starting to come to the fore that needs much more of our attention than has previously been thought. I speak of the treadle valve corrosion problem. Essentially, because of our northern climate and the use December / January 2015

of salt to control snow and ice, we tend to track into our trucks where buying cheap can cause catastrophic problems. Usually, anycorrosive materials that will corrode the brake treadle valve and the thing on the truck or trailer where critical parts are bought cheap, pivot point of our brake pedal. If we don’t stay on top of the con- there will be a problem. Anywhere on the braking systems cheap is dition of this valve and pivot point, there is a risk of the corrosion not the way to go. Anywhere on the driveline, cheap is not the way causing the valve to fail at a most critical time when it is most man- to go. Anywhere on the suspension system, cheap is not the way datory to apply the brakes. This should be a critical part of the circle to go. This is where original equipment parts must be used. Don’t check and we should recognize when there is too much corrosion to be the astronaut sitting in the prelaunch shuttle saying “how does proceed safely. it feel to be going into space in the product of the lowest possible Another part of that critically important part of the braking tenderer”? system is the air component. The lines must be free of moisture The point is, it’s your life driver, do you want to risk it on parts especially in the colder weather. Ice crystals inside the air supply or pieces that are not up to the standard the engineers who built the system could and does cause brake failure. A little methyl hydrate truck or the trailer meant it to be? Do you want to risk the lives of occasionally in the air lines usually takes care of the problem how- the general public who may be sharing the same road as you when ever methyl hydrate can and does dry the parts and piece out to the it fails? point where flexible parts of the system can wear out, more quickly than normal.

Another braking issue can happen during this temperature range between freezing temperature of water and where salt doesn’t work at preventing water solidification. What happens is there is standing buenos conductores y propietarios operadores water and you must drive through it, yet the temperature is such that the water that collects between the brakes shoes and the brake drums will freeze once you’ve passed by the puddle. If you happen to stop before the brakes are dried out then the wheels will lock up and often the ice will not be broken simply by moving. This is where you have to get out with some heat, a propane torch, and warm the brake drums before you can move. It’s a process.

What you also should have done that may have solved the problem before it started was as you see the standing water approaching, apply about three or four pounds of brake application, just enough to cause some drag, and continue with the slight ing industry joined truck vers, e W Tenemos carga de brake application as you drive through the uck dri in 2003 as tr years now water and for a few seconds after. This will 0 1 n e California a Midwest y backhauls e so its b cause the drums to heat up and evaporate the water that will cause you grief otherwise.

Another issue that is critical for drivers.

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DRIVING THROUGH OREGON - Sonia Nanda

O

nce the carrier has obtained the account and the annual permit What is the requirement to drive through Oregon for a commercial vehicle?

Carriers with commercial vehicles are required to obtain a temporary pass or get an annual permit. Carriers are subject to a weight-mile tax through Motor Carrier Transportation Division (MCTD) and this applies primarily to vehicles with a registration weight of 26,001 pounds or more.

What is a temporary pass?

A carrier can obtain a temporary pass by prepaying the Weight-Mile tax. The cost of the pass is $9 and will last for 10 days. The carrier must report and pay for the estimated miles of travel before entering Oregon. If the carrier does not have the correct permits they will be subject to a citation of $435.

How many temporary passes can a carrier get in a year?

A carrier can use temporary passes until one of their vehicles exceeds 5 temporary passes or when the carrier’s account exceeds 35 temporary passes within a 12 month period.

What is the benefit in obtaining a temporary pass?

It is beneficial to the carrier to obtain a temporary pass to avoid extra paperwork. The carrier will be paying for the miles before they travel therefore regular filing of tax reports is not required. Another benefit the carrier has is that they are not required to file a bond.

What is an alternative to a temporary pass?

If the carrier plans to travel often it is beneficial to create an account with Oregon MCTD and obtain an annual permit. The annual permit costs $8 and is valid till December 31 of the year.

The carrier is required to keep the permit receipt in the power unit. Once the carrier has an account and has obtained an annual permit for the vehicle, they are not required to obtain a temporary pass for the vehicle.

What are the advantages of an annual permit?

Once the carrier has an established account and has purchased the annual permit there are several advantages to it such as: - Cost efficiency: as a temporary pass fee of $9 is not required every time the vehicle enters Oregon - Tax is based on the actual miles travelled after the travel has been completed rather than paying in advance based on estimated miles which are usually higher - No phone calls to make every time your vehicle is required to enter Oregon - Reports can be filed 24/7 online, whenever convenient for the carrier - Add, cancel or renew receipts for vehicles online What is the Bond requirement? the carrier is required to file a Highway Use Tax Bond as a guarantee of payment for the fees and taxes. The security deposit for a new carrier is based on the number of vehicles the carrier has, it ranges from $2,000 for one vehicle to a maximum deposit of $10,000.

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How long is the bond required for and what are the requirements to get it waived?

MCTD will do an annual review after a year the account has been established and if there are no suspensions with MCTD or IFTA tax license, no tax reports have been filed late and the payments have been made on time the requirement for the bond may be waived.

How often do the reports have to be filed for an annual permit?

Most carriers are required to report mileage tax on a monthly basis. The tax reports must be post-marked by the postal service by the last day of the month to cover the previous calendar month, alternatively the reports can be filed online by 12 midnight of the last day of the month. If the carrier does not file the returns on time their account will be suspended and penalties and fines can be levied.

What causes the account to be suspended?

The following reasons can cause the account to be suspended: - Tax reports are not filed on time - Tax reports are filed with an amount owing but no payment is made - Balances are not paid on time - Bond not filed within the time period provided by the MCTD. Prior to suspension the MCTD will send a written notification explaining the reason for suspension and provide a time period to prevent the suspension by correcting the issue. If no further action is taken by the carrier then they will be sent a final letter notifying them that the account has been suspended. Once suspended the carrier is not allowed to operate in Oregon and if found operating they can be subject to citations and penalties.

What is required to get the account reinstated after suspension?

Once the carrier is suspended, they have to ensure all the issues that had caused the suspension have been taken care of prior to applying for reinstatement of the account. Then contacting the MCTD to reinstate the account and, paying the reinstatement fee of $25 and a suspension fee of $5 per annual permit that was active when the account was suspended, will ensure the account is reinstated.

What documents are required for record keeping or audit purposes?

MCTD requires the carrier to keep documents for 3 years.

Supporting documents such as log books showing in detail the origin and destination points, entry and exit points in Oregon, actual Oregon miles for each trip, dates of each trip can be asked for auditing purposes by the MCTD. Where can I get more information and assistance with applying or filing for an Oregon Account?

You can call us at our toll free number at 1-800-965-9839 for any questions related to applying or filing monthly reports.

December / January 2015

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Unified Carrier Registration (UCR) Registro Unificado de Transportista

What is UCR? UCR stands for Unified Carrier Registration program.

It was created by the federal legislation and has replaced the former system for registering the operators of vehicles engaged in interstate travel, it was commonly known as the Single State Registration System (SSRS).

What is the major difference between the UCR and the SSRS? The UCR applies to all operators of (CMVs) whereas the SSRS only applied to for-hire motor carriers. The UCR also includes carrier’s that are transporting interstate goods even if their vehicles do not leave the state.

According to the UCR program, what is considered a CMV? Any self-propelled vehicle used on highways engaged in interstate travel that has a gross weight of 10,001 pounds or more is considered a CMV. Also vehicles that are designed to transport 11 or more passengers including the driver are considered CMVs. Any vehicle that is required to have hazardous waste placards will also fall into this category.

Will the registration apply to individual vehicles or will a single registration apply to the fleet?

One registration based on fleet size applies to all the vehicles that are registered under the USDOT number.

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Qué es UCR? UCR son las iniciales del programa de Registro Unificado de Transportista. Fue creado por la legislación federal y ha reemplazado al anterior sistema para registrar a los operadores de vehículos que se dedican a viajes interestatales. Fue comúnmente conocido como Sistema de Registro para un Solo Estado. (SSRS) (Single State Registration System).

Cuál es la mayor diferencia entre el UCR y el SSRS? El UCR se aplica a todos los operadores de Vehículos Motorizados Comerciales (CMVs) mientras que SSRS sólo se aplicaba a transportistas que se contratan. La UCR también incluye a quienes están transportando bienes interestatales, aunque sus vehículos no dejen el estado.

Según el programa UCR, qué se considera un CMV? Cualquier vehículo automotor usado en autopistas dedicado a viaje interestatal que tiene un peso bruto de 10,001 libras o más es considerado un CMV. (Vehículo Motorizado Comercial). También vehículos que están dedicados a transportar 11 o más pasajeros incluyendo el conductor, son considerados CMVs. Cualquier vehículo que es requerido a mostrar letreros o pancartas de residuos peligrosos también caerá dentro de esta categoría.

Aplicará el registro a cada vehículo individual o un solo registro aplicará a toda la flota de unidades?

Un registro basado en el tamaño de la flota aplica a todos los vehículos que son registrados bajo el número USDOT. December / January 2015

Do only motor carriers have to register for UCR? No, along with motor carrier, all motor private carriers, freight forwarders, brokers and leasing companies have to register for UCR as well.

What happens if your company does not register for UCR? Each state has the authority to enforce registration compliance through roadside enforcement checks. If your vehicle is pulled over and your company has not been registered for UCR you could be subject to a fine depending on which state you are pulled over in. A business audit could also reveal that your company is not registered for UCR and this could lead to additional fines.

Will you get a certificate to prove your registration with UCR? There is no certificate issued but your registration information is kept in a national database which can be accessed by law enforcement personnel as part of routine roadside checks.

Do I have to renew this registration?

Yes the UCR has to be renewed annually.

What are the fees for the UCR? The fees depend on your fleet size, below is the breakdown of the fees: Number of Vehicles Amount Due 0 to 2 $ 76.00 3 to 5 $ 227.00 6 to 20 $ 452.00 21 to 100 $ 1,576.00 101 to 1000 $ 7,511.00 1001 or more $ 73,346.00 How does the government use these funds that are collected under this program?

The revenue generated through the UCR program is used for enforcement of motor carrier safety programs.

Where can I get more information on how to register or if I need assistance with registering or renewing?

You can call us at our toll free number at 1-800-9659839 if you need assistance in registering your company or business for UCR or renewing your UCR.

December / January 2015

Solamente los transportistas se tienen que registrar para el UCR? No. Al igual que los transportistas, también todos los transportistas privados, promotores de carga, compañías intermediarias y de arrendamiento, se tienen que registrar para el UCR. Qué sucede si tu compañía no se registra para el UCR? Cada estado tiene la autoridad de hacer que se cumpla el registro a través de revisiones a la orilla del camino. Si tu vehículo es obligado a detenerse y tu compañía no se ha registrado para el UCR, podrías ser sujeto a una multa dependiendo en cuál estado te han parado.

Una auditoría a tu negocio también revela que tu compañía no está registrada en el UCR y esto podría conducir a multas adicionales.

Obtendrás un certificado para probar tu registro con el UCR? No se da un certificado, pero tu información de registro es colocada en una base de datos nacional que puede ser accesible al personal que hace cumplir las leyes como parte de las revisiones de rutina al lado del camino.

Tengo que renovar este registro?

Sí. El UCR tiene que ser renovado anualmente.

Cuáles son las cuotas por el UCR? Los cobros dependen en el tamaño de la flota. Enseguida te mostramos un desglose de los costos: Número de Vehículos Cantidad a Pagar 0 a 2 $ 76.00 3 a 5 $ 227.00 6 a 20 $ 452.00 21 a 100 $ 1,576.00 101 a 100 $ 7,511.00 1001 o más $ 73,346.00 Cómo usa el gobierno los fondos que son reunidos bajo este programa?

Las ganancias generadas a través del UCR son usadas para hacer cumplir los programas de seguridad del transportista.

Dónde puedo obtener más información de cómo registrarme o si necesito renovar?

Puedes llamar al número gratuito 1-800-965-9839 si necesitas asistencia para registrar tu compañía o negocio en el UCR, o para renovar tu UCR.

27

After The Accident I

Después Del Accidente E

n the world of Risk Management there are Loss Pren el mundo del Manejo del Riesgo existen Estrategias vention Strategies and Loss Mitigation Strategies. para la Prevención de la Pérdida y Estrategias de la Usually in trucking we talk about Loss Prevention beMitigación de la Pérdida. Usualmente en el ámbito cause if you prevent a loss, it is avoided entirely. However, losses de los camiones de carga hablamos sobre Prevención de la Pérdida happen and when they do you need a way to keep the loss to porque si se previene una pérdida, ésta es evitada completamente. a minimum. If you are involved in an accident, here are some Sin embargo, pérdidas acontecen y cuando pasan, necesitas un camino para reducirlas al mínimo. Si estás involucrado en un accidente, steps to take to minimize the loss. aquí están algunos pasos a seguir para minimizarla.

Like the Captain of a ship in a maritime disaster, if you Como el capitán de un barco en un desastre marítimo, si eres are able, you still have a job to do. First, make the accident site capaz, todavía tienes un trabajo por hacer. Primero, haz el sitio del safe as possible. Set out flairs or triangles to warn others of accidente tan seguro como sea posible. Instala luces y señales o triánthe hazard your accident presents. You don’t want any other vehicles running into the stopped vehicles or people . Check gulos para advertir a otros del peligro que tu accidente presenta. Tú for injured persons. Do not administer first aid or move anyone no quieres que otros vehículos se dirijan hacia los vehículos parados unless you are trained to do so. However you can provide reao hacia la gente. Revisa si hay personas lastimadas. No administres sonable assistance. primeros auxilios o muevas a nadie a menos que tengas If no one has, it is time to call 911. I often hear of entrenamiento para hacerlo. Sin embargo puedes proveer drivers who lose their cell phones in a crash. I strongly razonable asistencia. recommend that your cell is on your person at all times.

Si nadie lo ha hecho, es tiempo de llamar al 911. Yo Even when connected to the charger, if possible, keep seguido oigo de conductores que pierden sus teléfonos celulathe phone in its holster in your belt. If you are ever in a res en un choque. Yo fuertemente recomiendo que tu celular rollover you need to be able to reach it without undoing esté en tu persona todo el tiempo. Aunque cuando conectado the seat belt to call for help. It you leave it on the dash al cargador, si es posible, mantén el teléfono en su funda en or in the bunk, there is no telling what you will have to tu cinto. Si alguna vez estás en una volcadura tú necesitas do to find it, assuming that you can move and that the ser capaz de alcanzarlo sin retirar el cinturón de seguridad - Ken Davey area it is in is still accessible, after an accident. para llamar buscando ayuda. Si lo dejas sobre el tablero o en Never admit that the accident was your fault. This el búnker, no hay que decir qué tendrás que hacer para enwill be hard if you think the accident is your fault and there are contrarlo, asumiendo que te puedes mover y que el área está todavía injured or aggressive people around. It feels like apologizing accesible, después de un accidente. and taking the blame is the correct thing to do. However, there Nunca admitas que el accidente fue tu culpa. Esto será difícil may be factors in the accident that you don’t know about. It si piensas que el accidente es culpa tuya y hay lastimados o gente could be that your feelings, although real are not correct. Any agresiva a tu alrededor. Se siente como si disculparse y tomar la culpa admission of guilt can be used against you in court despite the es la cosa correcta para hacer. Sin embargo, puede haber factores en el fact that the physical evidence indicates someone else is at fault. accidente que tú no sabes. Podría ser que tus sentimientos, aunque reAlso, don’t talk about the accident at the scene to anyone ales, no son correctos. Cualquier admisión de culpabilidad puede ser except the police officer. It is important that you don’t because it usada en contra tuya en la corte a pesar de que de hecho, la evidencia is hard to determine who you are talking to. An injured victims física indica que alguien más tiene la culpa. husband or daughter may have pulled up in another vehicle. If También no hables del accidente en la escena a nadie excepto the two of you speak about the accident it could cause aggresal oficial de policía. Es importante que no lo hagas porque es difícil sive behavior at the scene or again be used against you in court. de determinar a quién le estás hablando. Un esposo de una víctima Next, if possible, we need to gather some information. lastimada o hija pueden haber sido levantados en otro vehículo. Si Start with the make model and plate of all the vehicles. Next ustedes dos hablan sobre el accidente esto podría causar un comporthe driver names, license numbers, addresses, and phone numtamiento agresivo en el lugar de la escena u otra vez, ser usado en bers. Do the same with passengers and the same with witnesses. contra tuya en la corte.

En seguida, si es posible, nosotros necesitamos reunir alguna Too often drivers come to me after an accident with a policeman business card and a file number saying the policeman has información. Empieza con la marca, modelo y placa de todos los vehículos. Enseguida, los nombres del conductor, números de la licencia, all that information. It is true, they do. However, it may take direcciones, y números de teléfonos. Haz lo mismo con pasajeros y con weeks to get the police report and that will hold up the repair 28

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of your truck. Better that you get the information yourself if you can.

Next, take some pictures. We want to record e accident as accurately as possible. Try to take pictures from the center of the accident scene in all four directions. Then take pictures of your vehicle. Try to capture the damage and the position on the roadway. Get some up close for detail and some farther away for perspective. Do the same for each vehicle involved. Don’t forget license plates and when possible the ‘vins’ of cars or the manufacturers plate from trailers. Try to avoid taking pictures of injured people as untreated injuries can often look much worse than they are. Even a small cut can be covered with a great deal of blood. Remember, we are trying to get an accurate sense of the accident scene in pictures and the seriousness of injuries just can’t be accurately captured in a picture at the accident site.

If possible get pictures of the accident site from down the road in each direction. Pictures from about 200 meters and 400 meters would be best to show the landscape and the curves or hills or signage of the road. Lastly, make notes of anything you can think of that might relate to the accident. Your speed, estimate the other drivers speed, many lanes of traffic, how long you were in the same lane, how long had you had been driving since your last break.

Anything anybody else said….anything and everything.

In the USA driver must be drug tested after an accident in the following 3 circumstances. Failure to test carries a $5000.00 fine. The easy way to remember the 3 circumstances is Hearse, Nurse or Tow. Hearse…if there is a fatality… test.

These 2 apply only if the truck driver is charged or likely to be charged.

Nurse –someone is treated for injuries away from the scene test.

Tow-a vehicle is disabled with more than wheel damage and towed from the scene.

Having an accident is an expensive problem. This guide offers several strategies that you can do to minimize the expense of the accident for you, your company and your insurer.

See more articles like this at krdavey.blogspot.ca and see trucking specific safety tips and interactive safety tools at: www.safetydriven.ca December / January 2015

los testigos. Muy seguido los conductores llegan a mí después de un accidente con la tarjeta de negocio de un policía y un número de caso o de archivo diciendo que el policía tiene toda esa información. Es verdad, la tiene. Sin embargo, puede tomar semanas obtener el reporte de policía y eso detendrá la reparación de tu camión. Es mejor que obtengas la información por ti mismo si puedes. A continuación, toma algunas fotos. Nosotros queremos registros del accidente tan precisamente como sea posible.

Intenta tomar fotos desde el centro de la escena del accidente en todas las cuatro direcciones. Entonces toma fotos de tu vehículo. Intenta capturar el daño y la posición en el camino. Obtén algún acercamiento con detalle y algún alejamiento para perspectiva. Haz lo mismo por cada vehículo involucrado. No olvides las placas y cuando sea posible los “vins” de la numeración de los vehículos o la placa del fabricante de los tráilers. Trata de evitar tomar fotos de la gente lastimada porque lastimaduras aún no tratadas pueden frecuentemente verse mucho peor de lo que son. Hasta una pequeña cortadura puede estar cubierta con una gran cantidad de sangre.

Recuerda, estamos tratando de obtener un sentido preciso de la escena del accidente en fotografías y la seriedad de las lastimaduras no puede ser capturada con precisión en una foto en el lugar del accidente.

Si es posible toma fotos del sitio del accidente desde el camino en cada dirección. Fotos desde alrededor de 200 metros y 400 metros serán mejor para mostrar el panorama y las curvas o colinas o señalamientos del camino. Por último, haz notas de cualquier cosa en la que puedas pensar o que pueda relacionarse al accidente. Tu velocidad, estimado de la velocidad de otros conductores, muchas líneas de tráfico, qué tanto tiempo estuviste en la misma línea, por cuanto tiempo has estado manejando desde tu último descanso. Cualquier cosa que dijo alguien más… cualquier cosa y todas las cosas.

En los Estados Unidos el conductor tiene que ser examinado para drogas después de un accidente en las siguientes tres circunstancias. No hacerlo acarrea una multa de $5,000.00 dólares. La manera fácil de recordar las tres circunstancias es Funeraria, Enfermera o Grúa.

Funeraria…si hay una fatalidad… ( prueba ).

Estas dos aplican solamente si al conductor del camión se le presentan cargos o es muy probable que se le hagan.

Enfermera…alguien es tratado por lastimaduras lejos de la escena… ( prueba ) Grúa…un vehículo está inhabilitado con más que daño a la rueda y retirado en grúa o remolque de la escena… ( prueba ) Tener un accidente es un problema costoso. Esta guía ofrece varias estrategias que tú puedes hacer para minimizar el costo del accidente para ti, tu compañía y tu compañía de seguro.

Encuentra más artículos como éste en la siguiente dirección de internet: krdavey.blogspot.ca y mira consejos de seguridad específicos para los camiones y herramientas interactivas para la seguridad en: www.safetydriven.ca 29

Pre-trip Inspections “The Forgotten Part of the Job”

D

o you remember your “One Hour” evaluation with the Ministry when you went for your driving test? An expedited pre-trip inspection of maybe ten minutes followed by a forty-five minute trip around the block and as long as you kept the truck in a semisafe manner and obeyed the rules of the road for that period “presto” a class A license.

I can tell you that if you go to a good respectable Carrier, for employment, and take their road test with the same “mind set” as you had with the ministry you will “fail”. Fourteen out of fifteen new drivers at TST Truckload Express fail because of a poorly done pre-trip inspection. You can’t take for granted that since you already have your class AZ license that the road test is in the bag.

Pre-trip stands for “Preparation for Travel”. So it would stand to reason that you would have to prepare for your pre-trip test in your respective road test. Not many people understand this or maybe they do and think they can pull it all together at the time of the road test. You wouldn’t go on a holiday with your own car and family without checking things out beforehand and filling the tank full of gas, or would you? Most driver applicants are terrible pre-trippers!

We have had drivers kick tires and then say “let’s go”. We’ve have had people check the oil while the truck is running. The sky is the limit for strange things occurring during a pre-trip road test. The funny thing is “it’s not funny”. It’s embarrassing to see a driver’s skills or lack thereof in the forefront of his or hers pre-trip inspection portion of the road test. The kicker is when they ask for a second opportunity to come back and try again and nothing has changed.

Owner Operators and company drivers run into similar problems, it’s called “complacency”. When you don’t use a skill regularly you will loose it or at least some of it. Sometimes drivers are too proud to admit they are weak in certain areas and would rather take a chance that the driver trainer will be a little lenient and score them a pass due to their experience. This is where professional driving begins to take a “nose dive” through30

out the truck driver community when this happens.

I have a hard time understanding how the Ministry can account for the new driver’s road test results and what type of integrity he or she brings to the industry within a ten minute pretrip inspection. How else do we hold accountable truck driving schools and their ability. The people and schools who train our future drivers must be held accountable. We need to wake up and set a mandated curriculum for training professional drivers so our roads are safe and the professionalism and defensive driving skills deteriorates to an all time low.

A standard road test for any Carrier should include an exceptional pretrip inspection of the vehicle being used regardless of the position applied for ie: in the event of an Owner Operator. Why is this so difficult to understand? More schools than not are weak in pre-trip inspection training to an almost criminal level in nature. We have drivers that shouldn’t be drivers on our roads and schools that shouldn’t be open for business.

The New LCV (Long Combination Vehicles) are here in Ontario with a great long list of requirements to make the driver safe pulling the two 53 foot trailers as well as the driving public. Why can’t we enforce the same requirements for truck training schools to follow a designed mandate? I’ve seen the list of disqualified schools which have had revoked licenses but I have still seen several of the schools and their trucks out on our roads providing guidance to new student drivers when they are not allowed.

I would be willing to audit these schools and provide detail reports to whomever is in charge of regulating truck driving schools for free if I knew if was going to do some good. As long as I am holding a position in TST Truckload Express as a Recruiting Manager I will not comprise our standard of pre-trip inspections conducted by our driver trainer. Fourteen out of fifteen new drivers do not pass the road test portion of pre-trip inspection. This number will probably grow when more and more poorly trained drivers hit our streets looking for work.

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