Desi Trucking Magazine - US

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Winter and General Safety srd ru`q Aqy quhwfI sur`i^Aw

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CONTENTS

14 18 26 44 46 48 52 20 28 42 50

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Affordable Health Care and Trucking

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No load is worth your life How to Create Cash Flow during a Tough Financial Period

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Oral health: A window to your overall health

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Trucking Insurance

Driver Shortage - A Game of Inches

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CASH FLOW

A QUICK GUIDE TO UNDERSTANDING DIESEL PARTICULATE FILTER (DPF) fIzl pwrtIkulyt iPltr (fI pI AY~P) nUM CyqI smJx leI gweIf

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Understanding Powertrain Diagnostics

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DRIVING THROUGH OREGON

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MANAGEMENT

TECH TID-BITS

by JAG DHATT

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THANK YOU and STAY SAFE!

- Pash Brar

Accepting a Freight Order

- Dara Nagra

11 US House Approves Process for Sleep Apnea Legislation by 405-0 votes 23 Volvo Trucks Announces ‘XE11’ Fuel Efficiency Package for 11-Liter North American Engine 25 AimSn nUM pUrI qrHW Kqm krn dy pRogrwm leI kYlIPornIAw ny 72.5 imlIAn dI rkm hor vDweI 36 CARB is reminding Deadline to qualify for Compliance Extensions 41 kYp AYNf tryf pRogrwm nUM imlwaux Aqy ies nUM iekswr bxwaux leI kYlIPornIAw Aqy kubYk ‘c smJOqw 56 Good and Bad news for trucking, more freight and less trucks to move it 60 Hours-of-Service Back As Top Concern in Annual Trucking Industry Survey 62 Impacts of Driver Shortage Detailed by ATA Chief Economist

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Editor’s Note / sMpwdkI Publisher Prime Focus Media Group Inc. 1-877-598-3374 (Desi)

Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Raman Singh Pankaj Grover Contributing Writers Ken Cooke Pash Brar Jag Dhatt Mike Howe Dara Nagra Ray Gompf Ken Davey Sonia Nanda Santokh Minhas Neeta Machike Art Director Avee J Waseer Cover Design www.SpicyCreatives.com Translator Onkar Singh Saini

Contact: Raman Singh Cell: 559-786-1937 E: raman@desitrucking.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: Prime Source Media Group 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.

Find us on

www.facebook.com/DesiTruckingMagazine NOVEMBER / DECEMBER 2013

Truckers are the Real Heroes Many times when we watch movies, we see heroes performing dangerous stunts. These stunts create a heroic impression in our minds. Although the stunts in movies are often not real, they do offer a few hours of entertainment, and earn millions of dollars in revenue.

In relation to movies, I don’t know if people ever realize the heroic and ‘real’ stunts truckers perform on daily basis, and the hardships and difficulties they endure. Most people also do not have a very good impression of truckers; drivers or pedestrians regularly yell at truck drivers. If an accident happens that involves a truck, the first thought in most minds is that it is probably the trucker’s fault. To top Dilbag (Ron) Dhaliwal it off, the news media is not far behind and generically label truck drivers as drug dealers, even though the reality is much different.

Trucking is a profession, and like doctors, teachers, and engineers, commercial drivers are professionals in their work. They are our real heroes; driving a big vehicle with thousands of pounds of loads through tough road and weather conditions is nothing less than a dangerous stunt. But, they manage to complete their deliveries every time, even by putting themselves in extreme danger. Many accidents happen on our roads, and truckers also lose their lives. They drive through -40 degree temperature so that critical equipment reaches on time, others can have a hot meal on their table, and patients in hospitals can get their medicine on time. Is this not a heroic stunt – to save lives in reality as compared to on-screen? Don’t you think they are our real heroes? These truckers are happy, even if they don’t get millions of dollars and have a big following like movie heroes. We should, and must, at least give them their due respect.

Again, winter is at the doorstep, bringing snow, icy roads, and reduced, or even zero, visibility. I hope you are well prepared for the upcoming winter season. Please make sure you double check your winter preparation list before embarking on your route. Our cover story and additional articles in this issue are based on the upcoming weather. We want you to be safe as no load is worth your life. God bless you and your family. Desi Trucking Magazine team salutes to you, the real heroes…

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7

Winter and General Safety srdIAW dw mOsm Aqy quhwfI sur`iKAw

- G. Ray Gompf

Fall

has arrived and although we hate to hear it, Winter will soon be upon us and yes, I have to say that ugly “S” word – snow. The problem with having such a large country is that “winter” is not the same in the various parts of the country at the same time. In fact a cross-country driver can experience all four seasons in one trip and it really doesn’t matter what month of the calendar is being displayed. This fact makes everyday a challenge.

As the seasons change, however, we must relearn our skills to meet the challenges of the day. Driving in winter conditions is unlike any other. Dry winter roads can be just as slippery as those ice and snow covered stretches of pavement. But when the road looks dry, it can lead us into remembering those warm dry summer days when traction isn’t a big issue.

Anytime the temperature is below zero Celsius, even dry pavement can be challenging. There are several reasons for traction being more of a challenge when the temperature drops is two fold. First the pavement itself, while appearing dry can have a slight film that will reduce traction. The other factor is the tires on your vehicle. Most all season tires, are quite good to about minus ten Celsius at holding traction, but below that they aren’t good at all. Winter tires are able to maintain traction well below that of all seasons. Summer tires are all but useless at maintaining traction in winter conditions but are excellent at running cooler in the heat of summer. Traction works two way also. That’s the traction of digging in and moving the truck forward but also traction is that ability to bring the vehicle to a halt without skidding. Skidding is loosing control and even a brief moment of no control is out of the question. This time a year, it’s critical to give a great deal of attention to your tires and make sure they will perform their 8

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Winter and General Safety

best in the conditions you are most likely to face. We have little or no control over the way the road itself is maintained but we do have the ability to control the way we react to the conditions presented.

This is also the time of year when ensuring the windshield is in good shape and that the wipers are changed from summer operations to winter operations. And don’t forget to have a spare wiper or two to place in your jockey box, just in case.

It’s also the time of year to readjust our mentality. OK, during the summer we’ve let our safety margins shrink. We’re thinking we can stop easier, therefore, we don’t protect our safety margins with the same urgency.

As winter approaches it’s time to extend that safety margin because our ability to stop may not be what we want at every point along the road. Since we never know when we are going to be asked, demanded, to stop, whether for a creature that pops out in front of us and that unthinking car driver passes us and pulls into our safety margin then slows down and in some cases does so quickly it puts everyone in danger.

While truck drivers in the east rarely have to consider “chaining up”, those in the west know that chaining is not an option.

When the authorities deem chains are required, chains ARE required. Before you have a need presented to chain up, make sure you know your chains have been properly lain out and are not all tangled up. Make sure there are no broken links. Make sure the fastening devices work smoothly. If there is any doubt in your mind about the soundness of your chains, then replace them.

Make sure you know how they are applied. Even practice installing them where it’s nice and dry and you can do it in comfort, well relative comfort because when you must chain up, rest assured the weather will be very nasty and you’ll be trying to attach chains in less and desirable conditions.

And of course, you remember that, depending on your load and how hot it is, that if you feel unsafe, then park it until you are safe. There is no load, no matter how hot it is, worth your life. If you have any choice, then park until the nasty is over. Wait until the snowplow has cleared the path and that the saltshaker has done it’s job. This isn’t rocket science, just exercise that common sense that’s inherent in our souls. I’d like to shift focus now from traction to something that is critically important. We don’t often think about this subject but there was an incident in Ottawa recently that should bring this to our attention in boxcar letters.

The incident to which I refer is the bus/train collision in which six people on the double-decker bus died instantly and more than 30 were injured. There is a lot of speculation about what caused this catastrophic wreck but the thing is that six people died and since one of them was the bus driver, we may never ever know what caused the wreck.

The point I’m going to emphasize here is that crossing railway tracks is potentially life threatening every time. The speed limit for crossing railway tracks at a level crossing is 30 kilometres per hour. This isn’t a suggestion, it’s the law. A law that is ignored completely by the overwhelming portion of the driving population and yes, including truck drivers. We MUST learn that crossNOVEMBER / DECEMBER 2013

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9

Winter and General Safety

ing railway tracks is dangerous and we MUST learn to obey the law, every time.

Every year in this country, there are on average forty incidents involving commercial vehicles and trains, so it’s not that uncommon. That’s approximately one wreck every ten days involving a commercial vehicle and a train. Often, there is a fatality, rarely in these types of collisions does everyone involved survive.

There shouldn’t be one wreck. Truck drivers are professionals and therefore should be held to a higher standard. We are held to a higher standard. Now, to put this particular bus/train wreck into perspective. The crossing was at the highest level of protection.

That means it had flashing warning lights and a barrier and both of these worked. The bus, for some reason, a reason that may never truly be understood, went through the barrier and struck the train, which subsequently derailed. All of the deaths and injuries were on the bus. The train passengers were shaken but otherwise none injured. So our job as truck drivers is to recognize there is a railway crossing. Slow down, to the speed limit prescribed by the law, then proceed only when safe to do so. If you can see the train, it isn’t safe to cross. Beating the train across the intersection may save a couple of seconds but is the effort of saving a few seconds worth your life? Remember, when you stop of the crossing train, leave enough room for the train’s overhang. The train itself is considerably wider than the tracks. This all sounds like why would anyone not know. Well, forty professional commercial drivers obviously, didn’t know or forgot, so we have to remind each other the dangers. This isn’t just a winter problem although the winter conditions could exacerbate the problem. Remember that ANYTIME is Train time.

Fax: 1-541-839-3105 10

jwx lE ik jdoN quhwnUM cyn A`p krnw pYxw hYy aus smyN nw hI mOsm TIk hovygw Aqy nw hI vDIAw hwlwq hoxgy[ jy qusIN sur`iKAq mihsUs nhIN krdy qW aus smyN q`k tr`k pwrk kr r`Ko jdoN q`k qusIN hwlwq AnkUl nhIN smJdy [ ies smyN lof jW aus sbMDI smyN dw iKAwl nw r`Ko[koeI vI lof ijMnw mrzI zrUrI hovy quhwfI jwn nwloN izAwdw kImqI nhIN[ quhwfy koL ies smyN ie`k hI bdl hY ik qusIN tr`k pwrk kr idE Aqy au`nw icr kr r`KO ijMnw icr mOsm TIk nhIN ho jWdw[ snoAplo v`loN snoA htw ky lUx iKlwrn vwly v`loN sVk ‘qy lUx iKlwrn q`k dy smyN dI aufIk kro[ ieh g`l smJxI koeI ivigAwnk phylI nhIN sgoN qusIN Awpxy sDwrn idmwg nwL soc ky vI kr skdy ho[ mYN hux quhwfw iDAwn tRYkSn v`l duAwxw cwhuMdw hW ijhVw ik bhuq zrUrI hY[ AsIN ies bwry bhuq nhIN socdy pr AOtvw ‘c hoey hwlIAw hwdsy ny swfw iDAwn ies pwsy iK`icAw hY[ ijs hwdsy dI mYN g`l kr irhw hW ieh fbl fYkr b`s Aqy ie`k ryl g`fI dI t`kr dw hY[ies iv`c b`s ‘c svwr 6 lokW dI mOq ho geI Aqy 30 dy krIb lok zKmI ho gey[ ies sbMDI keI qrHW dy AMdwzy lwey jw rhy hn ik iesdw kI kwrn hovygw pr mrn vwilAW ‘c b`s dw frweIvr vI sI ies leI AslI kwrn dw Swied hI pqw l`g sky[ ijs g`l ‘qy mYN zor dyxw cwhuMdw hW auh ieh hY ik rylvy trYkW nUM pwr krn smyN hr vyly ^qrw bixAw rihMdw hY[lYvl krOisMg ‘qy rylvy trYk krn vyly hr smyN spIf dI h`d 30 iklomItr pRqI GMtw hI hY[ieh koeI suJwA nhIN ieh qW knUMn hY[ ieh ie`k AYsw knUMn hY ijs dI tr`k frweIvrW smyq bhuqy frweIvr pUrI qrHW aulMGxw krdy hn[ swnUM ieh g`l p`kI qrHW Xwd r`KxI cwhIdI hY ik rylvy trYk nUM pwr krnw Kqry BrpUr hY Aqy swnUM hr smyN knUMn dI pwlxw hI krnI cwhIdI hY[ ieh koeI AsDwrx g`l nhIN ies dyS ‘c hr swl kmRSl vhIklW Aqy ryl g`fIAW dy AOsqn 40 dy kRIb AYksIfYNt huMdy hn[ moty qOr ‘qy hr 10 idn bwAd ie`k AYksIfYNt[ Aksr ieh hI dyKx ‘c AwieAw hY ik ies qrHW dI t`kr ‘c koeI nw koeI mOq zrUr huMdI hY[ ieh r`b sb`bI hI hY ik kdy ies qrHW dw Bwxw nw vriqAw hovy[ pr ies qrHW dw ie`k vI AYksIfYNt nhIN hoxw cwhIdw[ pRoPYSnl hox kwrn tr`kW vwilAW qoN ieh Aws hY ik auh Awpxw stYNfrf aucyrw r`Kx[ swnUM ^ws qOr ‘qy ies b`s ryl t`kr nUM idRStIgocr r`Kxw cwhIdw hYy[ieh krOisMg bcwA dy p`K qoN bhuq sur`iKAq hY[ies dw ArQ ieh ik ies QW ‘qy icqwvnI dyx vwlIAW PlYiSMg lweItW Aqy bYrIAr vI l`gy hoey hn Aqy ieh dovyN cMgy Bly kMm vI krdy sn[ pr iksy kwrn b`s ryl nwL jw tkrweI Aqy ryl ptVIEN lih geI ijsdw AslI kwrn Swied kdy pqw hI nw l`g sky[mrn vwLy Aqy zKmI hox vwly swry b`s ‘c hI sn[ ryl ‘c svwr ivAkqIAW nUM Jtky qW l`gy pr auh z^mI hoxoN bc gey[ ies leI tr`k frweIvr hox krky swfw kMm ieh vyKxw vI hY ik A`gy rylvy krOisMg qW nhIN[ies leI kwnUMn Anuswr imQI h`d Anuswr hI c`lo Aqy A`gy qW hI vDo jy ies qrHW krnw sur`iKAq hY[ jy quhwnUM ryl g`fI AwauNdI ids rhI hY qW ies qrHW dy smyN krOisMg pws krnw sur`iKAq nhIN[ Aw rhI g`fI swhmxy lMGx nwl ku`J ku sYikMf qW bc skdy hn pr kuJ sYikMf bcwaux leI qusIN AwpxI izMdgI dwA ‘qy lw skdy ho? Xwd r`Ko ik jdoN qusIN ie`k krOisMg ‘qy ryl g`fI lMGwx leI KVHy ho qW aus nwL AwLy duAwLy dI jw rhI hvw dy Asr qON bcx leI quhwfw Pwslw TIk dUrI vwlw rihxw cwhIdw hY[ ryl ptVI dy Pwsly nwlON ryl dI cOVweI vI izAwdw huMdI hY[ ies leI ieh g`l smJxI AOKI nhIN ik swnUM Fu`kvIN dUrI ikauN r`KxI cwhIdI hYy[ pRoPYSnl kmRSl frweIvrW nUM keI vwr ieh g`l Bu`l jWdI hY jW auh nhIN jwxdy[ ies leI swnMU ie`k dUjy nUM ies qrHW dy ^qirAW qoN Xwd krvwauNdy rihxw cwhIdw hY[ ieh kyvl srdI dy mOsm dIAW muSklW nhIN, hW pr ieh ies mOsm ‘c ieh gMBIr ho jWdIAW hn[ sdw Xwd r`Ko hr smW ryl g`fI lMGx dw smW hI hY[ NOVEMBER / DECEMBER 2013

US House Approves Process for Sleep Apnea Legislation by 405-0 votes

SS TRANSPORT REFRIGERATION &

INC

B

y a vote of 4, the U.S. House passed a bill requiring any Federal Motor Carrier Safety Administration action on sleep apnea to go through the usual rulemaking process rather than simply issuing guidance.

The bill does not require FMCSA to issue any policy or regulation regarding sleep apnea but ensures that any future policy does not avoid a thorough analysis of the prevalence of obstructive sleep apnea among truck and bus drivers, the range of possible actions to address the problem or the costs and benefits of any policy.

A Senate version of the bill was introduced and referred to the Commerce, Science and Transportation committee, where it awaits action.

Trucking interests have been concerned that FMCSA’s initial approach of posting a guidance, rather than a formal rule, does not give employers a clear enough statement of their legal responsibilities, according to Heavy Duty Trucking.

FMCSA recently agreed it would go through the rulemaking process for future apnea policy. Supports of the legislation still wanted Congress to guarantee the legislative process.

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slIp AYpnIAw lYijslySn nINd smyN swh rukx (Sleep apnea) dI frwIvrW dI sm`isAw bwry XU.AYs.dy hwaUs ny ie`k ib`l pws krky FMCSA nUM mwrg drSn dyx dI ibjwey inXm bnwaux leI AwdyS id`qw hY[ib`l FMCSA nUM iksy pwlsI jW rYgUlySn jwrI krn dI QW ieh XkInI bnwaux leI kihMdw hY ik slIp AYpnIAw bwry Biv`K iv`c koeI vI pwlsI bnwaux qoN pihlw tr`kW jW b`sw dy frweIvW dI Awbstr`kitv slIp AYpnIAw dI sm`isAw, ies dy h`l leI sMBv kwrj jW AjyhI pwlsI dy KricAW, lwBW bwry ivsqwr nwl AiDAYn kIqw jwvy[ ib`l nMU sYnyt iv`c pyS kIqw igAw sI Aqy hux ieh kwmrs, swieMs Aqy trWsportySn kmytI kol AglI kwrvweI dI aufIk kr irhw hY[ “hYvI ifaUtI tr`ikMg dw kihxw hY ik tr`ikMg vwly ies g`loN icMqq hn ik FMCSA dI kwrj pRxwlI p`ky inXmW dI QW kyvl mwrg drSn (guidance) hI krdI hY ijs nwl AYmplwierz dI kwnUMnI ijMmyvwrI bwry sp`St nhIN huMdw[ huxy ijhy FMCSA ny sihmqI id`qI hY ik auh Biv`K dI AYpnIAw nIqI bwry inXm bxweygI[

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11

TECH TID-BITS

by JAG DHATT

Republic Services Inc. took the initiative to replace its older diesel powered trucks with 53 new compressed natural gas waste and recycling trucks. The company says that installing a natural gas filling station to support its new fleet will allow drivers to refuel during non-peak hours. The US Environmental Protection Agency reports that each new CNG solid waste and recycling truck will reduce ozone-forming emissions by up to 80% when compared to the older diesel powered vehicles.

Mobileye now joins Enhancement Box in order to enhance driver and fleet safety. The Enhancement Box can be configured to connect to different functions of a vehicle so that fleet and safety managers can tailor the system to their needs.

Things like muting the car radio, turning on hazard lights, deactivating factory cruise and haptic warning via seat vibrators are just come of the functions that can be added when safety alerts are generated. The new Enhancement Box may also be compatible with older vehicles.

In order to provide more online shopping for customers, Penske Used Trucks has launched a new mobile website that will feature wide range of commercial heavy-duty vehicles. Jack Mitchell, VP of Marketing, says that their full inventory is available on the mobile site and is updated on a daily basis. By having the same search engine available on a mobile device as on a desktop, Penske says that traffic from smartphones has tripled over the past two years.

Shell, which has fuel card programs in 37 countries, has launched the Shell Fleet Navigator Card in the USA. This was an opportunity for Shell to serve larger fleets with light, medium, and heavy-duty vehicles; these vehicles were previously served by bank card providers. According to Henry Miller, GM of the Commercial Fleet Card Program, this new card will allow fleet managers with more access, flexibility and control. Currently, the Shell Fleet Navigator Card is available to fleets that have 80 vehicles or more.

“For Daily Updates”

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Cummins recently announced their new ISV5.0 V8 diesel engine, which is geared to power pickup and delivery vehicles, stepvans, other light and medium-duty trucks, school buses and motorhomes. This compact, light and fuel-efficient engine is intended as an alternate to gasoline or small displacement diesel engines.

According to the designers, this engine’s idea is to minimize OEM engineering time and vehicle retooling costs.

Mack Truck’s new Telematics System will be standard equipment on Model Year 2015 Pinnacles, Titans, and Granites. This maintenance monitoring system, called “GuardDog Connect,” which will be free of charge for two years, can diagnose issues, schedule repairs and confirm that the needed parts are in stock and ready to install, all while the truck is still working. Mack states that this new system ensures that techs are fully prepared by the time the truck rolls into the repair bay.

Pilot Flying J announced recently the expansion of their brand, offering Pilot diesel fuel in Kuttawa, Ky. This new location will offer 100 parking spaces, seven showers, laundry facilities and a game room.

In the past year, Pilot Flying J has opened twenty stores in the USA and three in Canada. Combines, there are over 650 Pilot travel centers and Flying J travel plazas across North America. The network services more than 1.3 million customers on a daily basis.

The BC Trucking Association (BCTA) will be testing a new skills-assessment tool, called IDRIVE and is looking for 25 recent immigrants with professional truck driving experience to participate in a pilot test that will take place in November and December 2013. The BCTA is looking for ways to address the shortage of professional drivers and this new assessment tool could help alleviate this potential problem.

Drivers who wish to participate in this pilot test cannot be currently employed and must live in BC; however, at the end of the test, participants will receive a copy of their IDRIVE assessment and the BCTA will help connect them with motor carriers who are looking to hire.

The Ontario Ministry of Transportation (MTO) announced a five-year extension to the transition period for most Phase 3 Safe, Productive and Infrastructure-Friendly (SPIF) vehicles. This extension was granted due to the poor economic conditions during the last 3 years. The MTO says that a smooth transition is required and thus, an extension was allotted.

NOVEMBER / DECEMBER 2013

NOVEMBER / DECEMBER 2013

13

Affordable Health Care and Trucking

APorfybl hYlQ kyAr Aqy tr`kW vwly

APorfybl hYlQ kyAr ijs nMU Ebwmw hYLQ kyAr vI kihMdy hn Anuswr AmrIkn iks qrHW AwpxI ishq dw iKAwl r`Kdy hn ieq Awid ‘qy bhuq Asr pvygw [ ies dw koeI Prk nhIN ik BwvyN ieh bYNikMg ieMfstrI hovy Aqy BwvyN ieh tr`ikMg ieMfstrI hovy jW koeI hor ies dw Prk pYxw hI pYxw hY[ tr`ikMg ieMfstrI vI bwkI hor AmrIknw vWg ieh smJx dw Xqn kr rhI hY ik aunHW nUM ies 2500 siPAW ‘qy iLKy hoey kwnUMn dw iks qrHW Pwiedw hovygw[ kyvl ieMnw hI zrUrI nhIN ik tr`ikMg kMpnIAW hI ies kwnUMn nUM cMgI qrHW smJx pr hr ie`k tr`kr nUM ies dI injI jwxkwrI dI loV smJx dy nwL Affordable Health Care Act, aka ObamaCare, is nwL ieh vI smJxw hY ik ies nUM lwgU ikvyN krnw hY[ set to have a profound impact on how AmeripihlI mh`qvpUrn g`l pihlI AkqUbr 2013 hY ijs idn qoN ieh cans manage health care, and regardless if you are in the bankAPorfybl hYlQ kyAr AYkt lwgU hoieAw hY[ Swied ies nUM lwgU ing industry or the trucking industry the Act will have be felt krn dw hI kwrn sI ik ies qoN AYnH pihlW AmrIkw ‘c S`t fwaUn across all industries. The trucking industry, along with much hoieAw sI Aqy ies kwnUMn nUM pUrI qrHW nw lwgU hox dy ivroDI Awof the American public, is working feverishly to try and underpxI g`l nUM swbq krn leI pUr zor lw rhy sn[ pr aunHW dy Xqn stand the 2500 page law and how to AsPl rhy Aqy ieh kwnUMn ien ibn lwgU ho igAw[ is`tw best comply with the law. Not only ieh inkilAw ik tr`kW vwly Aqy hor SihrI ies ‘c Swml will trucking companies need to unhox leI srkwr dIAw vY`bsweItW ‘qy jw rhy hn[ APorfybl derstand the law but some individual hYlQ kYAr AYkt dI PYfrl srkwr dI vY`bsweIt hY www. truckers will also need to understand HealthCare.gov. and comply with it. ies vY`bsweIt HealthCare.gov ‘qy jwx vwly ieh jwxkThe first significant date of the AfwrI pRwpq kr skdy hn ik ieh pRogrwm kI hY, iksy Kws - Micheal Howe fordable Health Care Act implemenQW ‘qy kMm krn dy ihswb nwL Awx vwLIAW lwgqW, iks tation was October 1, 2013. This date, qrHW ies ‘c Swml hoxw hY Aqy ieq Awid hor jwxkwrI[ in fact, was one of the primary reasons the US government ijnHW nUM smJx ‘c muSkl pyS AwaNudI hY aunHW nUM Awn lweIn hYlp vI “shut down” for approximately two weeks as opponents to the id`qI jWdI hY ijs ‘c ieh vI Swml hY ik ikhVI pLYn vDIAw hY[ full implementation of the Act continued their fight to defund ies dy nwL hI stytW ny vI Awpxy vsnIkW dI ies plYn ‘c mdd it. The fight was without success and the law moves forward. krn leI AwpxIAw vY`b sweItW cwlU kIqIAW hn[ pr BYVI g`l ieh As such, truckers and citizens are visiting the government web vwprI SurU Suru ‘c ies skIm ‘c Swml hox Aqy AYnrol krn leI sites trying to enroll in a health care plan that complies with the ku`J muSklW AweIAW[ ies nwL Awm lokW ‘c bhuq bycYnI vI vyKx law. The federal web site for the Affordable Health Care Act is nUM imlI[ BwvyN ies kwnUMn sbMDI ivroD cldw rhygw, pr scweI ieh www.HealthCare.gov. hY ik ieh kwnUMn hY Aqy ies qrHW hI lwgU hovygw ijs qrHW hY ( Srq At HealthCare.gov, visitors can learn about the program, estiieh ik ijMnw icr ies ‘c qbdIlI nhIN huMdI )[ Awm g`l ieh hY ik mated costs based on location, how to enroll, and more. There kwnUMn Anuswr mOjuUdw bImw Aqy lwhyvMdI XojnwvW ‘c keI qbdIlIAW is online help available to those who struggle understanding krnIAW pYxgIAW: ijvyN pihlW inrDwrq SrqW nUM htwayuxw, kvryj qoN the process, including information on how to best choose a lweIPtwiem Aqy swlwnw h`d htwauxI; pRIvYNitv tRItmYNtW dI kvryj plan. States have also set up individual web sites to help their vDwauxI , ieMSOrYNs kMpnIAW nUM pRbMDkI Krcy dI h`d imQx leI kihxw; residents through the process. Unfortunately, when the plan Aqy bImw kMpnIAW nUM AMfrrweIitMg mwflW nUM bdlx leI kihxw[ first went into effect there were numerous “glitches” causing tr`ikMg ieMfstrI ‘c ienHW qbdIlIAW dw ieh ArQ hY ik sB nUM hYLQ difficulties to access the web sites or enroll. Frustrations have ieMSOrYNs lYxI pvygI nhIN qW jurmwny dI sImw qYA kIqI jwvygI[ ies run rampant throughout the population. kwnUMn dw q`q swr ieh hY ik kyvl hr ie`k dI ienSOrYNs kvryj hI While controversy will continue to surround the law, the fact nhIN hoxI sgoN auh kMpnIAW ijnHW dy 50 jW ies qoN v`D krmcwrI hn of the matter is it is law and it is important to understand it as is aunHW nMU hYlQ kvryj vI dyxI pvygI[ Swied ipClI g`l hI hY ijsdw (in case there are no changes to it). In general, the law requires tr`ikMg ieMfstrI ‘qy sB qoN v`D pRBwv pvygw[ ikauN ik tr`ikMg insurance and benefit plans to make several changes, includieMfstrI ijs ‘c 50 ie`QoN q`k ik 150 kMm krn vwLy vI hn ies ing: Removing preexisting conditions limitations; Removing sYktr ‘c auh vI smwl skyl hI igxI jWdI hY[ ies dw Bwv ieh hY lifetime and annual limits from coverage; Increasing coverage ik aunHW leI hux vDyry Krcy r`Kxy pYxgy ijhVy pihlW nhIN sn huMdy [ for preventive treatments; Requiring insurance companies to jy 20 frweIvrW vwlI tr`k kMpnI Aqy ies dy sport krn vwLy stwP limit administrative expense; and Requiring insurance compavl ingHw mwrIey qW ies qrHW lgdw hY ik ienHW Coty PlItW nUM hYlQ nies to change their underwriting models. ienSOrYNs lwgU krwaux leI bhuqw smW nhIN l`gygw[ The changes impacting those in the trucking industry are that k`ly kihirAW leI jurmwny qoN bcx dy keI rwh hn pr bhuqy lok

The

14

NOVEMBER / DECEMBER 2013

LOS ANGELES

INTRODUCING THE

AMIR DELVARANI

adelvarani@lafreightliner.com

Office: 562-447-1317 Cell: 310-922-5777

NOVEMBER / DECEMBER 2013

2429 S. Peck Rd, Whittier CA 90601

WWW.LAFREIGHTLINER.COM/EVOLUTION

15

Affordable Health Care and Trucking

everyone must have health insurance or penalties will be assessed. The essence of the law is such that not only must individuals have coverage, but companies with 50 or more employees must offer healthcare coverage to employees. It’s the latter that could ultimately have the greatest impact on the trucking industry as carriers with 50, even 150, employees are considered small in this sector. That means they will now have additional mandated costs placed on them that they may not have had prior. Taking a look at a fleet of 20 company driver trucks, and the staff required to support that fleet, it doesn’t take long for small fleets to be forced to provide health insurance.

For individuals, there are several ways to avoid penalties, but most people won’t qualify for the exemptions. Some of the exemptions include financial hardship, religious objections, and other areas. In general though, if you are not covered by health insurance by the end of February 2014, either by your employer or through enrollment in the ObamaCare health insurance exchange, penalties will apply. Or, if you go 3consecutive months without coverage you will be subject to penalties. Penalties start at $95 per uninsured adult and $47.50 per child, up to $285 for a family – though these amounts escalate based on income.

The penalties do increase each year through 2016, so avoiding enrollment may not be the best option.

Penalties for large companies are even more prohibitive. If a carrier with 50 employees or more choos-

ies qoN bc nhIN skxgy[ ienHW CotW ‘c ku`J hn ijvyN ivqI AOkVW, Dwrimk bMdSW Aqy hor keI g`lW[ pr ieh g`l is~DI swdI hY ik PrvrI 2014 dy AKIr q`k jy qusIN hYlQ ieMSOrYNs rwhIN kvr nhIN Bwv jW qW mwlk v`loN jW Ebwmw kyAr hYlQ iMeMSOrYNs AYkscyNj rwhIN, qW jurmwnw l`gxw hI l`gxw hY[ jW jy qusIN kvryj qoN ibnw lgwqwr 3 mhIny q`k ho qW vI jurmwnw l`gygw[ jurmwnw hr ie`k ibnw ieMSOrYNs dy bwlg dw 95 fwlr Aqy ie`k b`cy dw 47.50 fwlr pRqI b`cw Aqy pRqI pirvwr 285 fwlr q`k- pr ieh rkm Awmdn dy ihswb nwL vDdI rihxI hY[ sMn 2016 q`k jurmwny vDdy jwxgy ies leI isAwxp ies ‘c hI hovygI ies skIm ‘c AYnrolmYNt lY hI leI jwvy[ v`fIAW kMpnIAW leI jurmwny hor izAwdw hn[ jy koeI kYrIAr kMpnI ijsdy 50 jW ies qoN v`D mulwzm hn hYlQ kyAr shUlq nhIN idMdI qW pihly 30 krmcwrIAW qoN bwAd pRqI ivAkqI jurmwnw 2000 fwlr hovygw[ jy koeI v`fI kMpnI jurmwny qoN bcxw cwhuMdI hY Aqy hYlQ kyAr dyxw cwhuMdI hY qW ies sbMDI vI pRbMD hY[ ijs qrHW ies kwnUMn dw nWA hY hYlQ kyAr ivq Anuswr hoxI cwhIdI hY[ ieh rkm krmcwrI dI fbilaU 2 kmweI jW mhIny dI qnKwh dw 9.5 pRqISq qoN v`D nhIN hoxI cwhIdI [ krmcwrIAW nUM APorfybl hYlQ kyAr nw dyx dy kI is`ty inkl skdy hn? pRqI ivAkqI 3000 fwlr q`k dw jurmwnw[ XU AYs cYNbr AwP kwmrs ny AwpxI vY`b sweIt ‘c APorfybl hYlQ kyAr dy ibzns ‘qy pYx vwLy Asr sbMDI icMqw pRgt kIqI hY[ ies dw kihxw hY,” AYNplwier pihlW hI Awpxy Awp 170 imlIAn AmrIknW nUM hYlQ kyAr dI kvryj dy rhy hn[pr aunHW ‘qy ies qrHW dIAw pwbMdIAw lwaux nwl ibzns kimaUntI ‘qy vwDU Bwr hI nhIN pvygw sgoN ies nwL auqpwdkqw ‘qy Asr pYx nwL Ainscqqw PYlygI[ AYNplwier leI ieh lwzmI skIm ijhVI jnvrI 2015 qoN lwgU hovygI ie`k ieho ijhI skIm hovygI ijs ‘c pihlI vwr ikhw jwvygw ik ieh skIm lwgU kro jW jurmwny dyvo[“ ies kwnUMn nwl mukwblw vI brwbr dw nhIN rhygw[ v`fIAW kYrIAr kMpnIAW ijnHW leI ies kwnUMn ‘qy Aml krnw zrUrI hovygw, nwL fRweIvr CotIAW kMpnIAW ijnHW nUM ieh vwrw nhIN Kwvygw, bhuqy fRweIvr kMm krnw cwhuxgy [auh aunHW kMpnIAW nwL mukwblw hI nhIN kr skxgy sgoN fRweIvrW nUM ies qrHW dIAW

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Affordable Health Care and Trucking

es not to offer health care then that carrier will be subject to penalties of $2000 per person after the first 30 employees. If a large carrier chooses to not pay the fine and instead comply with the law and offer health care there are mandates associated with what can be offered. As the name of the law suggests, the health care must be “affordable.” That amount is no more than 9.5 percent of the employee’s individual W2 earnings or monthly rate of pay. What are the consequences of not offering “affordable” health care to employees? A penalty of $3,000 per person.

The US Chamber of Commerce web site is concerned about the impact of the Affordable Health Care Act on business. It says, “Employers voluntarily provide health care coverage to more than 170 million Americans. However, the employer mandate, a major provision within the new law, puts heavy regulatory burdens on the business community, effectively deterring growth and creating further economic uncertainty.

The employer mandate, which takes effect in January 2015, will be the first time that a federal mandate requires employers to offer prescribed health care coverage or potentially face a penalty.”

The law also could create an uneven playing field between carriers. Larger carriers who are required to provide health care may now have a lure for drivers that small carriers cannot afford. Small carriers who cannot compete by offering health care at a comparable rate to that of large carriers will not only be financially encouraged to not offer health care but now won’t have the same benefit options to offer drivers. With a driver shortage already, small carriers will need to find new ways to compete. And, one other way the law could impact the industry is by redefining how certain carriers employ their office workers. Drivers will certainly continue to do their job as they always have, but because the law requires large companies to offer coverage to full time employees there could be a shift away from full time hires. The law defines full time employees as those working 30 hours or more per week, averaged over the course of a month. Will carriers consider reducing the number of full time employees they hire?

There were additional changes to healthcare that should be notes as well. The law requires certain modifications to Medicaid, which ultimately resulted in the creation of a new marketplace for the uninsured to buy health insurance. This marketplace, found at www.HealthCare.gov provides the government with the means of providing benefits that are partially paid for with a tax subsidy. Individuals who have income below 133% of the federal poverty level may be eligible for Medicaid in some states. Most states have set up their own “exchanges” and rules and should be consulted on a case by case basis.

If the carrier you drive or work for provides coverage that exceeds all of the requirements for eligibility of the tax subsidized coverage then it is unlikely you can benefit from that aspect. Most employees and their family members can purchase coverage through the exchange, but without the tax subsidy rates. There’s little doubt that the Patient Protection Affordable Care Act will have a profound impact on the industry and the country as a whole. There’s also little doubt that the Act will continue to be a source of controversy for months, and perhaps years, to come. But, the fact of the matter is that the Act is law and the key implementation dates have been reached – be ready trucking.

NOVEMBER / DECEMBER 2013

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17

No load is worth your life Do get your truck ready.

Don’t put it off and wait until you’re caught in a dangerous situation.

Everywhere

there are lots of “tips” on getting your truck ready for winter. The reason is simple. A small mechanical annoyance in nice summer weather becomes a life threatening breakdown in harsh winter conditions. Harder to find are ‘tips’ for getting yourself ready for winter. Getting you truck ready for winter is the minimum any trucker should. Getting you self ready is what the experienced real professional driver does.

Do get your truck ready. Don’t put it off and wait until you’re caught in a dangerous situation. In summer, a bald tire is not safe for lots of reasons. In winter, you can add to that list of reasons by considering it can causer you to jackknife. Get everything in tip top shape on your truck in September.

Given that your truck is ready for winter, the first thing you need to do is prepare your physical self. Always travel with a small tool kit, Hi-Vis clothes, warm clothes, boots and gloves and an extra 2 days food and water. In extreme weather you need to be able to keep warm without your truck running. Every year in the Rockies we see a highway shutdown that last 2 days and some unfortunate trucker trapped by a slide or accident. And it is not just the Rockies that have extreme weather.

Make sure you can survive without freezing to death in the event that your truck cannot run for some reason. Now that your rig is ready, and your life is protected from the weather it is time to look at your attitude. There needs to be a change in your thinking. In winter driving is different. It is different than summer driving for 2 reasons. The first, as you might expect is because of the external conditions of extreme weather, the darkness, the cold, the ice and snow. The second issue is your body clock. These 2 factors combine to make winter truck driving doubly dangerous.

The additional hours of darkness acts on your body causing you to want to sleep more. Not just that, it will make you less alert, actually drowsy as your body reminds you to get sleep. It will also make it harder for you to wake up; especially if you are getting up wile it is still dark. Second, the winter conditions cause you to go slower 18

and get fewer miles and less money even though you are working longer hours and driving in more stressful conditions much of the time. This additional stress can make it hard for drowsy drivers to get to sleep and can reduce the quality of your sleep further compounding the problem.

In summer, your attitude is affected and actually influenced in a positive direction by the control you have on your rig and your running times. You can squeeze out a few extra miles or hours because you feel good, and are in control. In winter you attitude has to be more passive in that that you need to respect that winter is really in control and you need to expect that physically you can do less. These factors all come together when a driver, who may be completely legal to drive on log book time, is actually a little drowsy because of possible accumulated sleep debt and the darkness signaling his body clock to shut down. You’re not too tired to drive but you are - Ken Davey driving less actively and not constantly looking at conditions or for hazards. The weather or road is suddenly very bad, either because you weren’t watching conditions or there is a sudden change in conditions. You feel pressure to continue because you have a load that must deliver on time or you need to get home for some reason. You might even be worried about this months pay cheque because you have been sitting a lot. Forget all that when the road conditions are very bad.

You have to remember that stopping is an option and you need to decide if you should continue or stop. Do not just blindly continue.

Here is what should go into the decision to stop or go in bad weather. Your primary responsibility is always to control the vehicle. No matter what a customer or dispatcher tells you, you have to decide if the road is safe. Consider your truck, your load and its weight distribution and the conditions. Simply following a friend or the truck in front of you is not a safe practice. That truck has a different load, different tires and a driver with different experience.

Be honest with your self about how tired you are and what your driving experience is like. A bad load on a bad road at night when you are tired is the wrong time to gain experience for anything NOVEMBER / DECEMBER 2013

other than learning how expensive an accident is. Remember what you have at stake. If you run off the road it will cost you. On most fleets a Jackknife accident will cost 7 to 10 thousand in the insurance deductible and 20 to 40 thousand in down time. You could be killed or seriously injured. No load is worth you life… or anyone else’s. When the going gets tough the tough get going - but the smart and profitable consider their options.

If you are fresh enough and you believe the conditions are of short duration, chain up. Ensure you have a safe place to put on the chains and while chained do not exceed 50kph. Once past the extreme hazard, find a safe place to remove the chains.

If things are so bad you feel unsafe to continue, pull over. Find a pullout, a ramp, a brake check, even a mall parking lot to park at. It needs to be relatively flat and away from traffic lanes. The level place is important because if it snows all night you may be stuck in the morning if you have to move against even a small uphill slope. As soon as you stop, call your dispatcher. Tell them where you are and what your plans are. Even if your company does not have 24 hour dispatch, call and leave a message. The customer needs to know right away why you are late and how late you plan on being.

By morning, usually the highway has been plowed and sanded, you are rested and the daylight makes driving easier, even if it is still snowing.

Delivering HowesDieselTruckingS13.pdf 1 2/8/13 9:22 on AM time is best. However, delivering late beats not delivering at all.

The California Air Resources Board is reminding Deadline

T

he California Air Resources Board is reminding model year 2006 transport refrigeration unit owners who want to qualify for compliance extensions that only about two weeks remain before the purchase order deadline for ordering Level 3 verified diesel emissions control strategies, such as diesel particulate filters, for retrofitting engines.

Model year 2006 TRU and TRU generator set engines must comply with the CARB’s TRU regulations in-use performance standards by Dec 31. The TRU Regulation does not allow compliance extensions if orders for VDECS, such as Level 3 DPFs, are placed after Oct. 31 and installation is not completed by Dec. 31.

CARB notes if model 2006 TRU owners order Level 3 DPFs before the end of October, installation by the end of 2013 is very likely possible.

More importantly, if you order a Level 3 DPF before Oct 31 and delivery or installation is delayed so that you can’t comply by the end of 2013, you may qualify for a compliance extension.

To qualify for compliance extension: • Purchase orders for Level 3 DPFs must be placed before Oct. 31 • The TRU must be registered in CARB‚s Equipment Registration/ARBER system • An application for extension must be submitted to CARB with the required documentation before Dec 31.

For general information about the TRU Regulation and VDECS information, visit: http://www.arb.ca.gov/diesel/tru/tru.htm If you have questions about compliance or registration you can call the CARB TRU Help Line at 1-888-878-2826 or 916-327-8737.

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19

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

Understanding

Powertrain Diagnostics As

a driver, your input is essential to accurately diagnose powertrain failures, especially when the truck is no longer drivable. It is very important that you note exactly when the problem occurs. Does the problem happen when you shift the lever or on an air shift? When traveling straight or only in a corner? Do you hear a noise or feel a vibration? Is it worse in direct or overdrive? The more information you can gather, the easier it will be for the technician to accurately diagnose the powertrain failure.

Next, you need to decide if the problem warrants a tow truck or can the truck still be driven without causing additional damage. In most cases if you suddenly hear a noise or feel a vibration the best advice would be to tow the truck into a repair shop. Now, you have to decide which shop to tow your truck to. Choose a shop with a good reputation and lots of experience. If your problem is minor like an air leak, seal leak or universal joint problems, you may choose to go to your general repair mechanic. However, if your problems are more serious like synchronizer grinding, transmission jumping out of gear or no drive into the rear differential, your best bet would be to go to a shop that specializes in transmission, differential, clutch and driveline repair. Shops that specialize in powertrain diagnostics have the skills to correctly diagnose the problem, especially electronic issues with the newer electronic auto shift transmissions.

The first thing the shop will do is diagnose the failure. There are six major powertrain components to diagnose, the clutch,

the front section and auxiliary sections of the transmission, the driveline, the front differential and the rear differential.

These are the step that a technician with years of experience will excel. Often, lesser skilled technicians will misdiagnose the failure, causing the customer added expense and downtime.

After the failure has been diagnosed the next step is to establish the cause of the failure so that the same problem will not happen again after the failed component has been repaired or replaced with an exchange unit. This very important step is often overlooked by less experienced shops.

With the diagnoses complete, the next decision will be to repair, rebuild or replace your failed powertrain component.

At this point your powertrain specialist will be able to give you a few different options. If your problem was only synchronizer related you may choose to repair the auxiliary section of your transmission however, if the problem is in the front section you will have to choose between fixing the problem, rebuilding the entire transmission or installing a remanufactured exchange unit. If your problem is in one of the differentials you may choose to install a new factory unit. New 40,000 lbs. differentials can be sold for close to the same price as rebuilding the old one.

For the best service and price take your truck to an experienced powertrain rebuilder that you can trust to diagnose and repair your truck properly the first time, while finding the root cause of your problems so that the same failure will not occur again.

For more information on this or any other truck powertrain related subject, call Coastline Transmission & Differentials at 1-888-686-4327.

20

NOVEMBER / DECEMBER 2013

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21

Howes Lubricator Products recently announced the acquisition of US Lube

H

owes Lubricator Products recently announced the acquisition of US Lube, bringing together two families of quality additives to the driving public. Robert B. Howes, President and CEO of Howes Lubricator said, “It is a partnership that we are really charged up about. We share a common cause; bringing professional grade, problem solving products to our customers. Together we can not only provide a wider range of products, but build on our reputation as a trusted company in the additive industry.” US Lube President Dave Latimer agrees wholeheartedly saying, “We just blended really well with Howes and are excited to go forward with a common philosophy. Knowing the reputation of Howes Lubricator and its longevity in the business was a major deciding factor.” Howes also says to expect the same great products, with a new look. “Initially, we will be supplying US Lube products in their original packaging, but we will be working on packaging more in line with the Howes Lubricator brand.”

Howes fully expects a smooth transition, providing a wider variety of products while maintaining their dedication to quality, affordability and unmatched customer service.

Sleep apnea, must come through the rulemaking process, rather than guidance to medical examiners

U

.S. President Obama signed a bill this week stating that any changes in federal requirements for handling truck driver sleep disorders, such as sleep apnea, must come through the rulemaking process, rather than guidance to medical examiners.

The Federal Motor Carrier Safety Administration has traditionally used a “guidance” to for examiners trying to spot drivers with a sleep disorder.

The agency, reports Heavy Duty Trucking, has been working on a more robust guidance that reflects the better understanding of obstructive sleep apnea in particular.

That work will be included in any future mandate, but the legislative route passed requires the agency do conducted more research on a much broader range of issues, such as a cost-benefit analysis.

Sean Garney, manager of safety policy at American Trucking Associations, tells HDT this will require the agency to estimate the number of drivers who would be affected by the rule, the percentage of crashes in which sleep apnea is a factor and the percentage that would be affected by treatment of apnea.

“Also, the agency will have to look at the costs and effectiveness of testing and treatment, as well as the ‘discouragement factor’ – the extent to which a rule would discourage drivers from coming into the industry, or staying in it.”

Trucking managers want a clear message from the government about their handling of sleep apnea, says Garney. “Carriers need a rule so their risks are spelled out in legal terms.” Any motor carrier would be well advised to have some kind of screening program, carrier executives tell HDT, whether they do it in-house or employ a third-party.

In anticipation of a sleep apnea screening rule in both Canada and the U.S., the Canadian Trucking Alliance, in partnership with OSA Canada Inc., last year launched a firstof-its-kind pilot in Canada to deliver a full service sleep apnea program to commercial truck drivers.

FMCSA has said only that it will issue a notice to address sleep apnea through a rulemaking “after collecting and analyzing the necessary data and research.”

The agency has not said when it expects to post a proposal.

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Volvo Trucks Announces ‘XE11’ Fuel Efficiency Package for 11-Liter North American Engine

V

olvo Trucks expanded its XE – exceptional efficiency – powertrain package lineup with the introduction today of XE11 for its 11-liter Volvo D11 engine. Available on Volvo VNM and VNL models and rated up to 80,000 lbs.

GCWR, XE11 is ideal for less-than-truckload, distribution, bulk haul and other regional applications. The powertrain package improves fuel efficiency by up to 3 percent.

“Demand for XE powertrain packages continues to grow as customers increasingly look to combat fuel costs through optimized truck specifications,” said Goran Nyberg, president of Volvo Trucks North American Sales & Marketing. “XE11 delivers a proven strategy for reducing fuel consumption.”

Volvo first introduced XE packages for its 13-liter D13 and 16-liter D16 engines. To date, more than 24 percent of all Volvo-powered trucks ordered in 2013 also feature XE powertrain packages.

The XE11 package includes the following components: • Volvo D11 engine with 405 horsepower rating and 1550 lb.-ft. of torque

• Volvo I-Shift overdrive transmission with a 0.78:1 ratio • Axle ratios of 2.64 to 2.80 • Proprietary software that facilitates seamless communication between Volvo’s integrated powertrain components.

“Like our XE13 and XE16 options, XE11 ensures that the engine runs in its sweet spot without wavering at any road speed,” said John Moore, Volvo Trucks powertrain product manager. “The intelligent Volvo I-Shift, coupled with XE’s proprietary software, controls the engine to maintain rpm as low as 1,150 while cruising at 65 mph.”

XE packages improve fuel efficiency by lowering engine rpm at a given vehicle speed, a concept Volvo calls “downspeeding.” Possible through the combination of Volvo’s I-Shift automated manual transmission and a Volvo engine with modified software, XE allows the engine to cruise about 200 rpm less than the average truck sold today. Fuel efficiency improves by about 1.5 percent for every 100 rpm of downspeeding, so customers spec’ing the XE package can expect up to a 3 percent improvement when compared with another overdrive transmission in a similar operation.

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23

California adds $72.5 million to accelerate its vehicle fleet towards “Truckers to get increased access to loans for cleaner diesel trucks. a zero-emission future Additional funding for deployment of cleanest vehicle technologies. “

S

acramento – The California Air Resources Board announced today an additional $72.5 million in funding for state programs that will improve public health by helping to clean up California’s fleet of cars, trucks and buses. Heavy duty vehicles such as trucks and buses are a major source of highly toxic pollutants as well as emissions that cause global warming. “The incentive programs provide critical early investments needed to accelerate the transformation of California’s car, truck

and bus fleets to the cleanest advanced technologies,” Air Resources Board Executive Officer Richard Corey said. “The Truck Loan Assistance Program complements these long-term investments by providing truckers additional access to loans, helping clean up the legacy fleet of older, higherpolluting diesel trucks.” The Air Resources Board today voted to move $8 million from other clean vehicle projects into ARB’s Truck Loan Assistance Program. Additionally, the board was briefed on additional funding

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the Legislature recently made available for clean car, truck and bus programs. Funding was approved for three specific programs.

• The Clean Vehicle Rebate Project received an influx of $44.5 million to help California consumers purchase plug-in hybrid and zero-emission cars and light trucks. The Clean Vehicle Rebate Project provides individuals, nonprofits, government entities and businesses a rebate of up to $2,500 on a first-come, first-served basis.

This can be combined with an up to $7,500 clean vehicle federal tax credit and various other regional incentives. More than 33,000 rebates have been issued since the program launched in 2010, and consumer demand has surged to about 2,500 rebates per month. • Funding for this year’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project was increased by $10 million to $15 million. This program provides vouchers of up to $55,000 to help California fleets purchase cleaner, advanced technology trucks and buses. Since its inception in 2010, the program has helped deploy more than 1,600 hybrid and electric trucks and buses in California. ARB expects vouchers to become available at participating dealerships beginning this December. • ARB’s Truck Loan Assistance Program received an additional $18 million to help small business fleet owners finance truck upgrades required under the ARB’s In-Use Truck and Bus Regulation. The program has leveraged state funds to provide about $210 million in private financing since 2009 to help truck owners purchase cleaner trucks, exhaust retrofits and truck efficiency upgrades. With this additional funding, the program will continue to support small business truck owners to gain access to cleaner trucks. The Truck Loan Assistance Program is implemented in partnership with the California Pollution Control Financing Authority. The rebate and voucher incentive programs are designed to accelerate the number of advanced-technology vehicles purchased.

This, in turn, increases production volumes and brings down the cost of these vehicles, making them more affordable for all consumers. They work together with the increased access to loans for trucks to deliver the broadest range of clean transportation and freight technologies California needs to meet federal air quality standards and state climate change goals.

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NOVEMBER / DECEMBER 2013

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Harman Tiwana 855-439-2083 . www.gltis.com

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How to Create Cash Flow during a Tough Financial Period The loss of a major contract, a rough economic climate, a spike in operating costs, these are all factors that can lead a trucking company into a tough financial period. As you work to rebound from it, the strain on cash flow can cause some sleepless nights for any owner in the transportation business.

Having a solid plan for what to do during these times can prevent a cash flow low from turning into a cash flow crisis.

The importance of planning ahead is crucial. If the month of January is always your ‘dead’ month, for example, there’s no need to wait until then to put plans into place to survive the cash flow challenges it brings.

Look for means to speed up collections. If you don’t already, consider offering cash discounts to customers if they pay their invoices quickly.

Another obvious tactic is to negotiate extended terms with vendors. If you know you’re going to be strapped for cash, work with vendors to arrange a later date for making payments.

Often, you’ll need to acquire financing to see you through until you can get your books looking healthy again. Unfortunately, this tends to be the time when traditional lenders, like banks, don’t want to know you.

When a less than desirable balance sheet means that bankers won’t return your calls, today’s trucking companies are turning to more non-traditional forms of financing to solve their cash flow shortages.

Trucking Load Advance It’s a Catch-22 problem. You need more orders to build your trucking business revenues back up to where they need to be. But you haven’t got the cash flow to cover the costs of delivering on those orders. Expenses like fuel, permits and payroll need to be paid now, not when your customer gets around to paying you.

A trucking Load Advance is an alternative form of financing offered by factoring companies. It provides you with up to 50% of the value of your load contract before you deliver it. Even though you don’t qualify for financing from your bank, you can still qualify for a Load Advance. That’s because qualification is based on the creditworthiness of your customers, not your busi-

26

ness’s credit rating or financial history. And because the advance is paid quickly, you have the working capital you need to accept more orders and deliver more loads.

Factoring your freight bills to create accessible cash When waiting 30, 60 or even 90 days to be paid just won’t cut it, consider factoring your freight bills and accounts receivable invoices to create ongoing, accessible cash.

What is factoring? Factoring is selling your accounts receivable invoices to a factoring company at a discount in exchange for immediate cash. And, like a Load Advance, you can qualify for factoring even if you don’t qualify for traditional financing…because it’s based on the creditworthiness of your customers. You get your funds advanced usually within 24 hours of issuing an invoice.

Then the factoring company waits to be paid. In the meantime, you have the cash flow you need to keep your trucks on the road and to build your company back up to its profitable self.

The best plan for dealing with a tough financial period is to be prepared. There is a misconception that just because you don’t see an obstacle coming at your business, you can’t plan for it.

While you might not always be able to predict the full impact of a sudden dip in market demand, for example, you still can have a back-pocket plan to provide cash flow in emergency situations. Any good business plan includes contingency planning.

It’s a ‘what if?’ thought process where you list the things that could go wrong in your trucking business and then create a plan for what you’ll do when that happens. Part of that planning must include how you’ll deal with cash flow demands and shortages.

If you haven’t already performed your contingency planning for your business, it’s time to speak with an industry specialist, such as a reliable factoring company or meet with your accountant, business coach or mentor to talk it through.

For more information about load advances and factoring to help your trucking company rebound from a tough financial period, visit www.flatfeefactoring.com.

NOVEMBER / DECEMBER 2013

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NOVEMBER / DECEMBER 2013

27

DRIVING THROUGH

OREGON

ErIgn rsqy frweIivMg 1. 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.

2. What is a temporary pass?

A carrier can obtain a temporary pass by prepaying the WeightMile 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.

3. 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.

4. 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.

5. 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.

6. 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 28

- Sonia Nanda

1. ie`k kmrSIAl vhIkl leI ErIgn iv`cNo dI frweIv krn vyly kI kI cwhIdw hY? kmrSIl vhIkl vwly kYrIArz nUM jW qW tNYpryrI pws qy jW slwnw primt lYxw pYNdw hY[ kYrIArz nUM motr kYrIAr trWsportySn fvIzn (MCTD) dw “Bwr-mIl tYks” Adw krnw huuMdw hY Aqy ieh muK rUp iv`c auhnW vhIklz qy lgdw hY ijMnW dw Bwr 26001 pONf jW v`D hovy[ 2. tNYpryrI pws kI hud M w hY? koeI vI kYrIAr Agyqw ‘Bwr-mIl tYks’ Adw krky tYNpryrI pws lY skdw hY[ieh pws 9 fwlr dw huMdw hY Aqy 10 idn q`k cldw hY[kYrIAr leI jrUrI hY ik auh ErIgn iv`c vVn qoN pihlw sUicq kry Aqy sMBwvI mILW Anuswr tYks Bugqwn kry[ jykr kYrIAr kol

TIk primt nhIN hoxgy qW ausnUM 435 fwlr q`k jurmwnw ho skdw hY[ 3. ie`k kYrIAr ie`k swl iv`c ikMny tYpryrI pws lyY skdw hY? iksy kYrIAr dw koeI vhIkl 5 tYNpryrI pws vrq skdw hY jW 12 mhIny dy smyN iv`c kYrIAr dw Kwqw 35 tYNpryrI pwsW qoN vDxw nhIN cwhIdw[ 4. tYNpryrI pws lYx dw kI lwB hY? ieh kYrIAr nUM vwDU pypr vrk Gtwaux iv`c shwieqw krdw hY[kYrIAr Xwqrw SurU krn qoN pihlw mIlW bwry Bugqwn kr idMdw hY ies leI bwr bwr tYks irpotW Brn dI loV nhIN huMdI[kYrIAr nuMU iesdw ie`k hor lwB ieh huMdw hY ik ausnUM bWf Brn dI loV nhIN rihMdI[ 5. tYNpryrI pws dw bdl kI hY? jykr kYrIAr Aksr jWdw rihMdw hY qW ErIgn MCTD nwl Kwqw Kohl ky slwnw primt pRwpq krnw lwBdwiek rihMdw hY[swl dy primt qy 8 fwlr lgdy hn Aqy ieh aus swl 31 dsMbr q`k vYilf huMdw hY[kYrIAr primt dI rsId vhIkl iv`c r`KxI huMdI hY[jdoN ie`k vwr kYrIAr Kwqw Kohl ky slwnw primt pRwpq kr lYNdw hY qW iPr NOVEMBER / DECEMBER 2013

NSC Compliance Services ¡

New company complete permit set ups

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Local Port Registrations

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All permit renewals

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Training for NSC, Dangerous Goods in English & Punjabi

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Log book training

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E manifest set up and load entries to Canada & US

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US DOT/NSC Audit representation

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C-TPAT, PIP, and TWIC Registrations

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NSC help for Trucks, Buses, Taxi’s and Limos

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Local & Long Haul Log Books available Single or Cases

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All Fuel Tax: IFTA/Oregon, NY, NM, KY

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Accounting services specializing in transportation industry

amrIkn trwikMg kMpnIaF nUM GbrfAux dI loV nhIN We help you in:

Ÿ Paperwork for getting loads to Canada and back to USA Ÿ FMCSA/US DOT Audits Ÿ CSA Monitoring Ÿ All Permits and authorities

National Safety Code Compliance Service Call: 1-800-965-9839 ext. 2

Surrey, BC: #4 - 8333 130th Street n�Ph: 604-507-7736 n Fax: 604-507-7742 Abbotsford, BC: 2633 Montrose Ave. n Ph: 604-755-4230 n Fax:604-755-7816 Bellingham, WA: 1313 E Maple St., Suite #219 n Ph: 360-543-5608 NOVEMBER / DECEMBER 2013

www.nationalsafetycode.com

n

E: info@nationalsafetycode.com

29

Driving through Oregon

- Reports can be filed 24/7 online, whenever convenient for the carrier - Add, cancel or renew receipts for vehicles online 7. What is the Bond requirement?

Once the carrier has obtained the account and the annual permit 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.

8. 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.

9. 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.

10. 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.

11. 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.

12. 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. 13. 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.

30

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MCTD Anuswr kYrIAr nUM dsqwvyz iqMn swl q`k sWB ky r`Kxy cwhIdy hn[shwiek dsqwvyz ijvyN lwg buks ijMnHW iv`c ArMB qy phuMc sQwn, ErIgn iv`c dwKl Aqy inklx dy sQwn, hr tir`p dy ErIgn ivcly mIlW dI igxqI, tir`p dI imqI vyrvy swihq d`sI hovy Awid[ 13. mYN mhIny vwr irpotW Byjx jW Brn leI hor jwxkwrI jW shwieqw ik`QNo prwpq kr skdw hW? mhIny vwr irpotW Byjx jW Brn leI twl PRI nM: 1-800-9659839 qy sMprk kIqw jw skdw hY[ NOVEMBER / DECEMBER 2013

f o o

r P Sales Dept:

JEFF HIBBARD

Truck Sales Manager

Finance Manager: KRISTEN TOMAS

Insurance Dept: IKAGAR BHINDER

Parts

DEEP SANGHA

ANDREY INZHIRTOV

Punjabi

Russian

CARLOS SOTO

RITESH SHARMA

Spanish

Hindi

AsIN rIPr vI vycdy hW

1601 Madruga Rd Lathrop, CA 95330 Mon - Friday: 8 am -5 pm & Sat: 9 am - 2 pm

NOVEMBER / DECEMBER 2013

31

CLASSIFIED

Medical / Legal Services

TRUCK & TRAILER SALE 2005 Freightliner Century 435 CAT C-15 with 13 speed 777000 miles for $14,900.00 Call for details

Raman 559-786-1937

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Financial Services

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Do you run more than (2) power units?

Do you need financing for your New or Used, Truck or Trailer?

Call Brian Getz

West Sacramento, CA

PH: (209) 617.8609

Email: bgetz@commercialcreditgroup.com

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NOVEMBER / DECEMBER 2013

33

Optimism Builds for Volume and Pricing

M

Find a company of your interest

34

ore carriers are expressing optimism for increases in volumes and rates as steady, albeit slow, growth in the economy has led the freight market into positive territory, according to the latest Transport Capital Partners (TCP) survey.

Since a low point of 50% in third quarter 2012, positive volume expectations have risen to 61%. Larger carriers – those grossing more than $25 million per year – are much more optimistic than smaller carriers – 68% vs. 45%.

Carriers are also more upbeat about future rate growth. A majority of carriers (66%) expect rates will increase over the next 12 months. As with volumes, larger carriers anticipate rate increases more than smaller carriers this quarter (74% vs. 48%).

This reverses a trend. Smaller carriers have often been the more optimistic about rates. “Spot market trends over the summer have been positive for most carriers and this may be the precursor to continuing volume optimism,” said TCP partner, Richard Mikes

However, the economic recovery and future projections remain modest. As a result, carriers are not yet seeing their optimism on volumes and rates reflected in actual rate increases. Although the positive outlook has not been mirrored in rate reality, there are exceptions to this in rates for construction, petroleum, and seasonal freight.

“Underlying cost rate pressure is ongoing – from new truck costs and maintenance inflation to pinched driver efficiency from HOS changes and inadequate carrier returns,” Mikes notes.

For the past 15 quarters, more than half of all carriers have expected rates to increase. Actual rates, however, have only risen since February 2013.

“The stronger than expected volumes of the last few months are being reported by some carriers as boding well for the fourth quarter,” according to TCP. TCP’s results reflect similar sentiments of Ontario carriers in the 3rd quarter OTA Business Expectations Survey.

NOVEMBER / DECEMBER 2013

Wanted

Owner Operators & Company Drivers

Owner Operators For More Info call:

Roger Singh or Harjit Tut

831-768-3800

Company Drivers £ Commercial truck drivers with at

least 2 years driving and reefer experience £ Loads from California going to the

11 Western States £ Earn up to $0.42 per mile

We won't make drivers to run over legal hours!

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 NOVEMBER / DECEMBER 2013

A TUT Brothers Company

35 144 W.Lake Ave Watsonville, CA 95076

CARB is reminding Deadline to qualify for Compliance Extensions

T

he California Air Resources Board is reminding model year 2006 transport refrigeration unit owners who want to qualify for compliance extensions that only about two weeks remain before the purchase order deadline for ordering Level 3 verified diesel emissions control strategies, such as diesel particulate filters, for retrofitting engines. Model year 2006 TRU and TRU generator set engines must comply with the CARB’s TRU regulations in-use performance standards by Dec 31. The TRU Regulation does not allow compliance ex-

tensions if orders for VDECS, such as Level 3 DPFs, are placed after Oct. 31 and installation is not completed by Dec. 31. CARB notes if model 2006 TRU owners order Level 3 DPFs before the end of October, installation by the end of 2013 is very likely possible. More importantly, if you order a Level 3 DPF before Oct 31 and delivery or installation is delayed so that you can’t comply by the end of 2013, you may qualify for a compliance extension.

To qualify for compliance extension: • Purchase orders for Level 3 DPFs must

"Always looking for good drivers & owner operators”

BOPARAI TRANSPORT INC

stry ucking indu We joined tr k drivers, uc in 2003 as tr years now 0 1 n e e b s so it

We rent trailers to those who work with us

We have loads from Cali to Midwest and backhauls 7 days a week We answer our phones 24/7 Jassy/ Bobby/ Sunny 559-275-1960/ 559-271-9100

Jassy Cell Phone: 559-355-3631 www.boparaitrans.com boparai2011@att.net, bts.2012@att.net 36

be placed before Oct. 31 • The TRU must be registered in CARB‚s Equipment Registration/ARBER system • An application for extension must be submitted to CARB with the required documentation before Dec 31.

For general information about the TRU Regulation and VDECS information, visit: http://www.arb.ca.gov/diesel/tru/tru.htm If you have questions about compliance or registration you can call the CARB TRU Help Line at 1-888-878-2826 or 916-3278737.

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f o o r P P

f o o r P P NOVEMBER / DECEMBER 2013

Now Hiring CHEEMA Drivers & Owner Operators FREIGHTLINES LLC

Growing Company . Newer Equipment Seattle l Portland l Northern & Southern California Run mostly I-5 freight

Hiring Drivers that live in CA, OR & WA Drivers earn $0.36-$0.40cpm based on experience and service history

Oregon: California: 541-344-2223 209-599-0777 Head Office: Cheema Freightlines, LLC 90711 Roberts Rd., Coburg, Oregon 97408

Ripon, California Terminal Cheema Freightlines, LLC 223 W Fifth St, Ripon, California 95366

www.cheemafreightlines.com

Join Immediately

Call Recruiting office and Ask for Yadvir: 209.599.0777 ext 3 Owner Operators: « We operate in the 11 western states « Over 100 trucks and 250 trailers « We have two terminals in Coburg, Oregon and Ripon, California and a drop yard in Sumner, WA «We offer great runs, new trailers, easy loads, great pay, and Fuel Card with 100% of the Discounts passed to the Owner Opp. Company Drivers: « We offer great pay, benefits, paid stops, and detention time

f o o

r P

Specializing in Mid-Western & South-Eastern states

NOVEMBER / DECEMBER 2013

37

38

NOVEMBER / DECEMBER 2013

Components of particle pollution may contribute to heart disease UC Irvine study uses novel approach to better understand toxicity of particles

S

pecific components of particles may be linked to the progression of heart disease, the leading cause of death in the U.S., according to a study released today by the California Air Resources Board. Funded by the Air Resources Board and led by Dr. Michael T. Kleinman of the University of California Irvine, the study used a novel approach to look at health impacts associated with exposure to particles, 0.18 microns in diameter or smaller. A human hair is about 60 microns in diameter, or at least 300 times wider than the diameter of particles examined in the study. The particles examined in this study are a subset of particle pollution known as PM10 and PM2.5, particulate matter that is equal to or less than 10 and 2.5 microns in diameter, respectively.

Numerous scientific studies have linked exposure to PM2.5, which can be deeply inhaled into the airways and lungs, to a variety of problems, including premature death, especially in people with pre-existing heart disease.

The particles used in this study, which come primarily from internal-combustion exhaust and from chemical reactions in the air, may pose a great health risk, yet relatively little is known about the emissions, exposures or health effects of these ultrafine particles. In the UC Irvine study, scientists used a heating method to remove most of the organic chemical compounds from particles, leaving behind most inorganics to examine the health effects of these particles’ component parts. Laboratory mice exposed to either fully intact particles or just the organic components of the particles had more rapid development of atherosclerotic plaques, compared to mice exposed to particles without the organics. The intact particles also had other negative effects on heart health. Atherosclerosis is hardening of the arteries, a factor contributing to heart attacks.

Dr. Kleinman, professor and co-director of the Air Pollution Health Effects Laboratory from the Division of Occupational and Environmental Health, Department of Medicine, UC Irvine, was the principal investigator on the study, titled, “Cardiopulmonary NOVEMBER / DECEMBER 2013

Health Effects: Toxicity of Semi-Volatile and Non-Volatile Components of PM.” The study provides information that is significant to help the Air Resources Board expand its understanding of the role of different components of exhaust emissions so that the ARB can better target control policies. Reducing particulate matter air pollution is one of California’s highest public health priorities. ARB’s Advanced Clean Cars and diesel control programs

are reducing emissions of this harmful pollution. Projected emission reduction benefits associated with full implementation of ARB’s Diesel Risk Reduction Plan are reductions in diesel particulate matter emissions and associated cancer risk of 85 percent by 2020, compared to 2000 levels. Dr. Kleinman presented his findings at a seminar on October 9, 2013, at the Cal/EPA Headquarters Building, 1001 I St., Sacramento

Your Logistics Company

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39

California and Quebec sign agreement to integrate, harmonize their cap-and-trade programs

C

alifornia and Quebec took another step toward linking their cap and trade programs when representatives of the two jurisdictions signed an agreement outlining steps and procedures to fully harmonize and integrate the two programs. The agreement, in both French and English, was signed for California by California Air Resources Board Chairman Mary D. Nichols. Signing for Quebec were the Minister of International Relations, La Francophonie and External Trade, Jean-François Lisée and the Minister of Sus-

tainable Development, Environment, Wildlife and Parks, Yves-François Blanchet. Signing the agreement is the latest step in a process to link the two jurisdictions that began more than five years ago. It will be followed in November by a report to the California Environmental Protection Agency and Governor Brown on the progress toward linking. In December 2012, the Government of Quebec adopted a regulation providing for linkage between the two programs. In April 2013 the Air Resources Board adopted a regulation setting January

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1, 2014 as the start of the linkage, which will enable carbon allowances and offset credits to be exchanged between participants in the two jurisdictions’ programs. “For more than five years, California and Quebec, along with other states of the United States and provinces of Canada, have worked together to address the risks of man-made climate change,” said Nichols. “We have created and are now implementing the most advanced and comprehensive programs to reduce the pollution that threatens our global environment.”

“The collaboration between Quebec and California in the development of a carbon market on a continental scale is an excellent example of North American regional cooperation that is beneficial to all partners, both from an economic and an environmental perspective. As leaders in the fight against climate change, California and Quebec advantageously position their businesses involved in the research and development of new clean technologies on the world stage. We seek nothing less than to become an international reference on this issue,” said Minister Lisée.

“Through this agreement, we continue our positive working relationship and the process of integrating our programs,” said Secretary of the California Environmental Protection Agency Matthew Rodriquez. “In doing so, we enhance the benefits to each of our peoples and our history of effective cooperation to achieve a shared goal will provide a model for others to emulate, not only in North America, but throughout the world.”

“The sale of emission allowances will generate at least $2.5 billion in revenue by 2020 in Quebec. These funds will be fully reinvested in initiatives to fight climate change, including facilitating the conversion to renewable energy, promoting energy efficiency, improving industrial processes, and preparing Quebec society to adapt to the impacts of climate change. The electrification of transportation is another major project on which our government will labor over the coming months,” said Minister Blanchet.

The linked programs will provide a working model for other states and provinces that are seeking cost-effective approaches to reducing their greenhouse gas emissions. The recent announcement by the U.S. EPA regarding limits on greenhouse gas emissions from power plants, for example, could lead to stateby-state caps and a system that would allow them to trade credits with other similar programs. The California-Quebec arrangement could be the template for that effort.

NOVEMBER / DECEMBER 2013

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NOW HIRING HIRING DRIVERS Minimum 2 years of Class A experience required

Trailer rentals available.

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* Quick Pay * Fuel advance available * Specialized in AZ, CA, OR, WA * Asset based company running latest CARB compliant equipment Address: 2749 E Malaga Avenue, Fresno, CA Contact: Lakhbir S. Gill Tel: 559.456.4455 Fax: 559.456.4454 Email: lgill@gilltransport.com

41

Trucking with

By: PASH BRAR

THANK YOU and STAY SAFE! DMnvwd Aqy sur`iKAq rho With

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 - Pash Brar B.A. Pash is a mobile leasing representative with Auto One Leasing LP in Vancouver.

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

42

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a driver who was killed in Calgary. I spoke to him just a few minutes before it happened. One minute he was 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! mirAw[ausny Awpxy nwldy frweIvr dI jwn bcweI sI Aqy ieMj kridAW AwpxI jwn gvw id`qI sI[ ie`k vwr mYnUM kMm qy pu`iCAw igAw ik jykr myry duAwrw PwienYNs kIqy tr`k jW trylr swnUM rIpozYs krny pY jwx qW kI hovygw[myrw au`qr sDwrx sI[myry swry klwieMts cMgy hn[auhnW dy krYift cMgy hn Aqy jykr bIqy iv`c auhnW dy krYifts mwVy vI kdy hoey hn qW ahnW mYnUM ibnW iJjk scweI d`s id`qI Aqy iemwndwrI idKweI[swry ivSvwsXog hn Aqy iksy ny vI Ajy q`k pymYNt im`s nhIN kIqI[mYnUM nhIN l`gdw ik swnuUM Awpxy iksy klwieMt dw tr`k-trylr rIpozYs krnw pvygw[jy ikqy iksy idn koeI frweIvr Gr ijaUNdw nw muV sikAw qW ausdw iekivpmYNt ausdy nW qoN k`t id`qw jwvygw, pr mYN Ajyhw idn vyKxw nhIN cwhuMdw[myry swry frweIvr myry im`qr hn Aqy im`qr bxy rho qy sy& rho[ quhwfI loV dIAW vsqUAW quhwfy q`k phuMcwx leI hr tr`k frweIvr hr idn AwpxI jwn dw joKm auTwaudw hY[Awpxy Gr iv`c JwqI mwro[ieh PrnIcr tr`k qy AwieAw sI, auh AYpl, kwrpYt, kwautr twps, brqn, k`pVy, tYlIivjn Awid s`B tr`k qy AwieAw sI[quhwfy Gr, grwsrI stor, rYsqorW, SwipMg mwl dIAW s`B vsqW tr~k qy AwieAW sn[ies leI auhnW s`B frweIvrW dw DMnvwd kro jo AwpxI jwn joKm iv`c pw ky swfIAw in`q idn dIAW loVW pUrIAW krdy hn[jdoN qusIN tr`k dy ipCy jw rhy hovo jW krws kr rhy hovy jW quhwfI kwr nwloN hOlI c`lx qy kos rhy hovo qW tr`k frweIvrW bwry soco[auh hOlI jW rhy hn ikayuNik auhnW kol bhuq Bwr hY Aqy jo c`lx nUM Kqry BirAw vI bxwauNdw hY[auhnW dy kMm dI kdr kro Aqy DMnvwd kro[ auhnW qy hwrn nw vjwau jW mMdw nw bolo[auhnW lWgo lMGdy smyN im`qrqw BirAw h`Q ihlw ky DMnvwd kro[auh s`B kuJ swfy leI Aqy Awpxy t`brW dw iF`f Brn leI krdy hn[hmySW sur`iKAq g`fI clwau[ NOVEMBER / DECEMBER 2013

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43

Oral health: A window to your overall health mUMh dI ishq:

pUrI ishq dI ie`k iKVkI

Your

quhwƒ Aihsws hovygw ik AwpxI pUrI ishq dI qulnw oral health is more important than you ivc zbwnI/ mUµh dI ishq ijAwdw mh~qvpUrx hY[ quhwfy might realize. The health of your mouth, muµh, dµd Aqy msUVy dI ishq quhwfI pUrI ishq ƒ pRBwivq teeth and gums can affect your general health. There is kr s~kdI hY[ zbwnI ishq Aqy Awpxy srIr dI ishq dy an intimate connection between oral health and overall iv~c ie~k gihrw sµbµD hY[ srIr dy keI KyqrW dI qrHW, health of your body. Like many areas of the body, your Awpxw muµh bYktIrIAw nwl BirAw hoieAw hY - aunHW ivcoN mouth is teeming with bacteria — most of them harmijAwdwqr hwinrihq hn[ Awm qOr au~qy srIr dI kudrqI less. Normally the body’s natural defences and good oral sur~iKAw Aqy A~Cw dYink dyKBwl, iehnW bYktIrIAw ƒ health care, such as daily brushing and flossing, can keep kwbU hyT r~K s~kdy hn[ hwlWik, auicq zbwnI sPweI dy these bacteria under control. However, without proper Jagdeep Kaur ibnW, bYktIrIAw dy p~Dr vD jWdy hn Aqy dµd Aqy msUVy oral hygiene, bacteria can reach levels that might lead to B.D.S, M.P.H dI ibmwrI ho skdI hY[ mDumyh/SUgr Aqy eycAweIvI / eyfs oral infections, such as tooth decay and gum disease. Cerdy rUp iv~c ku~J bImwrIAW ijsdy nwl sµkrmx leI srIr tain diseases, such as diabetes and HIV/AIDS, can lower dI rokx dI smr~Qw G~t ho jWdI hY, as ivc zbwnI ishq smisAwvW the body’s resistance to infection, making oral health problems AiDk gµBIr ho skdIAW hn[ more severe.

Krwb Erl hwiejIn dy nqIjy: Consequences of Poor Oral Hygiene Krwb zbwnI sPweI nwl quhwfy dµd Aqy msUVy dI lkIr dy AwDwr Poor oral hygiene invites plaque to accumulate around the base au~qy cwry pwsy plwk jmW ho jWdw hY qy msUVy lwl Aqy soj ho jWdI hY[ of your teeth and gum line, causing your gums to become red bYktIrIAw nwl ldI ieh iPlm msUVy dy nwl nwl dµd dy kIVy dw vI and inflamed. Plaque is the bacteria-laden film that, if allowed to kwrn bxdI hY[ jy qusI Awpxy dµdW dw iKAwl nhIN rKdy Aqy fYNitst accumulate on teeth and gums, will cause tooth decay and gum dy kol jwx leI AsPl ho qW dµdW dy cwry pwsy KwlI sQwn bx skdw disease. If you neglect the care of your teeth and fail to go to the hY[ ieh KwlI sQwn h~fI Aqy Awpxy dµd dy hor nwzuk ihisAW dw dentist regularly, accumulated plaque could potentially lead to the ivnwS kr skdw hY Aqy qusI vI Awpxy dµd loss vI kr s~kdy ho[ development of empty spaces around your teeth. These spaces AwpxI zbwnI ishq dI suri` KAw ikvyN kro ? could eventually lead to the destruction of bone and other fragile AwpxI zbwnI ishq dI r~iKAw krn dy leI, hr idn A~CI zbwnI tissues supporting your teeth, and you could even lose your teeth. sPweI kro[ trikµg pySy vwly lokW leI dµdW dI dyKBwl krnW muSkl How to protect your oral health? ho skdw hY[ aunHW dI lµmI Xwqrw dy dOrwn auh isgryt Aqy kw&I pIx To protect your oral health, practice good oral hygiene every dy nwl kYPIinaukq pwxI vI pINdy hoxgy[ bs dYink zbwnI dyKBwl au~qy day. Trucking professionals may find it hard taking care of teeth Krc ku~J hI imµt ies iv~c bhuq Prk ilAw s~kdy hn[ while on the move. They may also smoke and drink coffee and ieh qusI ikvyN kr skdy ho: caffeinated beverages during their long trips. Just a few minutes 1. pwxI pIxw: qusI Awpxw mUµh nm r~Kxw cwhuµdy ho[ pwxI ijAwdw spent on daily oral care can make a big difference. pIa, Aqy ieh Awpxy isstm leI vI Awm qOr au~qy A~Cw hY[ Here is how you can do it: 2. ibnW cInI icµgm c~bxw: ieh kyvl durgµD hI nhIN dUr krdw 1. Drink water: You want to keep your mouth moist. Water rinses blik lwr/ saliva dy auqpwdn ƒ bVwvw idµdw hY jo ik nukswndwiek out your mouth, and it’s generally good for your system also. plwk Aqy bYktIrIAw ƒ dUr rKx iv~c mdd krdw hY[ qusI jo icµgm 2. Chew sugarless gum: It not only masks the odour but also c~bxw cwhuµdy ho, suinsicq kro auh ibnW cInI hovy ikauNik im~Tw plwk promotes the production of saliva, which helps rinse your mouth bxwauNdw hY, Aqy quhwfI sm~isAw ƒ vDw skdw hY[ of harmful plaque and bacteria. Be sure the gum and mints you 3. Mouth wash dI vrqo kro: ieh jIvwxu hmly nwl lVn iv~c choose are sugarless because sugar creates plaque, and you could mdd krdw hY Aqy Awpxw muµh vI qwzw rihµdw hY[ be adding to the problem if you chew on sugary sweets or gum.

4. Brushing and Flossing: jdoN vI Aqy ij~Qy vI pwxI c~l irhw 3. Use mouth wash: It leaves a protective layer on your teeth hY qusI Awpxy dµd sw& kro Aqy ieh krn leI sBqoN A~Cw qrIkw which helps fight bacterial attack and also keeps the mouth fresh. hY burS Aqy Flossing krnw[ hwlWik ieh hr Bojn dy bwAd krnw 4. Brushing and Flossing: The best way to clean your teeth is to cwhIdw hY, lyikn idn iv~c G~t qoN G~t do vwr burS zrUr kro[ brush and floss whenever and wherever you have running water.

Plorwief dy nwl tUQpyst dµdW ƒ mjbUq bxwaux iv~c mdd krdw hY, However it is recommended to brush your teeth after every meal lyikn qusI iesƒ Awpxw kµm krx dyx leI G~t qoN G~t do imµt leI but brushing at least twice a day is a must. A toothpaste with fluobrS zrUr kro[ keI ibjlI dy tUQbrSW/ electric toothbrushes ivc ride helps strengthen teeth, but you must brush for at least two ie~k inXimq do imµt dI GVI huµdI hY ijs ivc qusI smW inrDwirq minutes to allow it to do its work. Many electric toothbrushes have krky AwswnI nwl Brushing kr s~kdy ho[ a built-in two-minute timer, which can make brushing for the full Flossing quhwfy dµdW dy iv~coN bYktIrIAw ƒ htwauNdw hY ijQy q~k amount of time easier.

44

NOVEMBER / DECEMBER 2013

Oral Health

Flossing removes the bacteria from in between your teeth that your toothbrush does not reach, which helps prevent gum disease. Use floss with a holder for your convenience. It is recommended that you floss twice a day, but if you only do it once daily, be sure to floss before bedtime.

5. Visit your dentist. Visit your dentist at least twice a year for thorough dental cleanings. Your dentist can spot the early signs of gum disease, which is more easily treated when caught in the beginning stages. If you are prone to gum disease and cavities, consider visiting your dentist every four months.

6. It’s wise to examine your own mouth regularly for signs of trouble, such as a non healing sore on the lip or inside of your cheek, swollen gums, or sensitive or bleeding gums. If you notice any of these conditions, make an extra dental appointment to have them checked out.

7. Eat a healthy diet. Include plenty of dairy and other calciumrich foods in your diet. Calcium helps maintain strong bones and teeth, and the vitamin C in citrus fruits boosts gum health. Sugary and sticky foods that stick to the teeth are particularly bad, as bacteria feed off the sugars and release acids that cause cavities.

8. Don’t smoke or use smokeless tobacco. People who smoke are four times more likely than non smokers to have gum disease. Using smokeless tobacco increases a person’s risk for oral cancers, including lip, tongue, cheeks, and gums. On a smaller scale, tobacco products contribute to bad breath, or halitosis.

Also, contact your dentist as soon as an oral health problem arises. Remember, taking care of your oral health is an investment in your overall health. If you make oral health care part of your routine while on the wheels, you may avoid many dental problems.

tUQbrS dI phuµc nhIN hY Aqy msUVy dy rog ƒ rokx iv~c mdd krdw hY[ quhwfI shUlq leI Floss dI vrqoN Floss holder nwl kro[ ieh qusI idn iv~c do vwr kro qW cµgw hY, lyikn qusI dYink kyvl ie~k vwr krdy ho qW suinsicq kro ik iesƒ sOx qoN pihlW kIqw jwvy[ 5. Awpxy dµd icikqsk/ dentist dI visit: G~t qoN G~t swl iv~c do vwr Awpxy dµd icikqsk/ dentist qoN cleaning krvwau[ auh Suru Awq iv~c msUVy dy rog dy ArµB dw l~Cx dyK skdy hn ijsdw ielwj sOKw hY[ jy quhwƒ msUVy dw rog hY qW Awpxy dentist koL hr cwr mhIny bwd Awpxy dµdW dw check up zrUr krwau[ 6. Awpxy hI muµh dI jWc krnw isAwxp hY jykr quhwfy bulH au~qy jW gly Aµdr koeI Alsr hY jo kwPI dyr qoN TIk nhIN ho irhw, msUVy iv~c soj hY, sµvydnSIl hox dy nwl KUn vgdw hY[ jykr qusI ieh vyKdy ho, qW aunHW dI jWc krwaux leI dentist qoN extra appointment zrUr Lau[ 7. ie`k healthy diet Lau: Awpxy Kwxy iv~c fyierI Aqy hor kYliSAm Xukq Kwd pdwrQW dw syvn Swiml kro[ kYliSAm h~fIAW Aqy dµdW ƒ mjbq bxwey r~Kx iv~c mdd krdw hY, Aqy K~ty PlW iv~c ivtwimn sI msUiVAW dI ishq ƒ TIk rKdw hY[ im~Ty Aqy icpicpy KwD pdwrQW auqy jIvwxU pldy hn jo ik eyisf dy rUp iv~c dµd Krwb krdy hn[ 8. isgryt pIxw jW qµmwkU dw pRXog nhIN kro: jo lok isgryt pINdy hn auhnW ivc msUVy dy rog hox dI sµBwvnw gYr isgryt pIx vwilAW dI qulnw iv~c cwr guxw ijAwdw hY[ inrDUm/ smokeless qµmwkU dw pRXog krn nwl ie~k ivAkqI dw bulH, jIB, gl, Aqy msUVy sihq, muµh dy kYNsr dw joKm v~D jWdw hY[ ie~k Coty pYmwny au~qy vrqoN krn nwl, qµbwkU auqpwd BYVw swh jW muµh dI durgµD leI vI Xogdwn krdy hn[ iesdy ielwvw, jdoN vI muµh dI ishq dI sm~isAw pYdw huµdI hY, jldI qoN jldI Awpxy dentist nwl sµprk kro[ Xwd r~Ko, Awpxy zbwnI ishq dw iDAwn r~Kxw AwpxI swrI ishq iv~c ie~k invyS hY[ qusI zbwnI ishq dyKBwl AwpxI idn dy routine ivc ih~sw bxw lau qW qusIN dµdW dIAW keI smisAwvW vloN bc s~kdy ho[

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45

Driver - A Game of Inches Shortage

- David Bradley

One

man practicing sportsmanship is better than 100 preaching it -- so said Knute Rockne, the Notre Dame coaching legend, who went on to be one of the greatest college coaches of all time. His point was that when it comes to inspiring others and influencing change, actions always speak louder than words.

It was that sort of thinking that went into the launching of the Canadian Trucking Alliance’s Blue Ribbon Task Force on the Driver Shortage. The task force, whose work is ongoing, comprises a group of carrier leaders who are making a comprehensive and honest attempt to tackle the industry’s biggest operational concern -- the long-term chronic shortage of qualified commercial drivers in Canada.

It would be easy to dismiss what the task force is attempting to do. There is no shortage of cynics in the industry. And, yes I have heard the argument that there is no driver shortage, just a shortage of companies willing to pay more. There is no denying monetary compensation is a factor and it’s true in some sectors pay rates have not kept pace with the nature and demands of job – the task force has acknowledged that. But it’s also equally true that there is good (dare I say even very good) money to be made in this industry. Even the specialized, premium sectors of

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the industry where pay tends to be higher are not immune from human resource challenges. The trucking industry isn’t the only sector facing a shortage of qualified workers but it is perhaps one of if not the most impacted.

The underpinnings of the shortage are broad and systemic.

But as the Conference Board of Canada concluded, they’re also generational, perceptual and socially reflected in the nation’s demographic trends. The Conference Board, as well as the BRTF, concludes that a number of strategies could help bridge the supply and demand gap. Wages and working conditions are obvious.

A reorganization of trucking activity and supply chains in order to reduce pressures on long-haul drivers and make better use of their time is needed. Mandatory entry level driver training and upgraded licence standards to achieve a skilled occupation designation are also important. Some of these approaches will require cooperation from outside forces such as supply chain partners and government. But for the most part, the trucking industry will have to try and control its own destiny, which is not easy for an industry like hours. But as the task force has taken pains to state, carriers alone hire, fire, and pay their employees and set the rate for the services provided. Leadership for solving the driver shortage has to come from the carriers. There are things you can control now without relying on anyone else. Why not start by adopting and implementing the Core Values recommended by the BRTF in your human resource policies. I’ve listed a selection of the Core Values before in this space, but I think some of them bear repeating: For example, truck drivers are our most important asset, the face of the industry -- to our customers and to the public and they are deserving of respect. They should have an improved ability to predict what their weekly pay is going to be.

Compensation packages need to be competitive with or better than alternative employment options and more transparent. Drivers should be paid for all the work that they do and earn enough to cover all reasonable out-of-pocket expenses incurred while on the road for extended periods. Their time at work should not be wasted -- at shipper/consignee premises, waiting for their trucks in the shop, or waiting for a response to a question of their carrier.

They should be able to rely on their carrier not to interfere with their personal time by (for example) calling them back to work early. Driver wellness should be a top priority for employers.

You can go to drivershortage.ca to see how carriers are implementing some of these actions into their company’s human resource policy. (And folks, if you don’t have a human resource policy, the Core Values are a good place to start).

In many ways is one of the most innovative, technologically pioneering industries there is. In other respects, it’s painfully old school and slow to adapt to new generational realities. In part this reflects the hypercompetitive nature of the industry where price is king and many carriers are just trying to survive. Changing that is difficult. Who wants to be the first canary in the coalmine? But there are times when it’s the right thing to do. Like good sportsmanship. Don’t be the 101st in line to just preach about it.

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Spotlight

mnu`K

sdIAW qoN prvws krdw Aw irhw hY[ jdoN mnu`K nUM ieh l`gy ik ieh QW myry leI mokLI nhIN jW ieh kih lE ik auh smJdw hY ik jo auh bxnw cwhuMdw hY jW krnw cwhuMdw hY ieh QW ausdI mnSw pUrI krn dy AnkUl nhIN qW auh aus QW dI qlwS krdw hY ij`Qy ik ausdy su&inAW nUM bUr pY skdw hovy Aqy auh AwpxI izMdgI nUM sohxw Aqy aucyrw bxwaux dy Xog hovy[iehI kwrn hY ik v`K v`K kOmW dy lok Aksr hI prvws krdy rihMdy hn[iehI hwl pMjwbIAW dw hY jo sdw ies hI siQqI ‘c rhy hn[ ies qrHW dI hI khwxI hY s. qyjw isMG dusWJ dI[ Br jvwnI ‘c jdoN ausnUM ieh l`gw

ik jo auh su&ny leI bYTw hY auh Awpxy ipMf puAwDVw, jo jlMDr izly dy iPlOr lwgy pYNdw hY ‘c pUry nhIN ho skdy[ ies leI ausny sMn 1986 ‘c puAwDVy qoN ieMglYNf nUM cwly pwey[ v`K v`K Xqn krn dy bwvjUd vI jdoN ausnUM ieMglYNf dI DrqI vI Awpxy su&inAW dI hwxI nw l`gI qW ausdw mn aucwt ho igAw[ sb`bI ausdy AmrIkw irSqydwrW ny ausnUM AmrIkw s`d ilAw Aqy kYlIPornIAw dI styt ‘c Aw phuMcw[ ausdy irSqydwrW bykr&Ilf ‘c tr`kW dy ibzns ‘c sn [ieh ibzns s. qyjw isMG nUM vI cMgw l`gw Aqy ausny vI ies kMm nUM Apnwaux dw mn bxw ilAw Aqy ies ibzns dI tr`k frweIvrI vwLI pihlI pOVI ‘qy cVH igAw[ smwj ‘c ies qrHW dy bhuq G`t lok huMdy hn jo ieh socdy hn ik aunHW dy kMm nwL hor lokW dw Pwiedw vI hovy Aqy ies qrHW auh

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AwDuinkqw dy Swh rwh ‘qy cldw kw&lw

fI tI AYl tRWsport

48

NOVEMBER / DECEMBER 2013

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dw iKAwl r`Kdw hY[ kwrobwr dI rIVH dI h`fI smJy jWdy ausdy dPqr dy AYNplweIz pVHy ilKy Aqy qjrbykwr hn[ auh hr smyN AwpxI imlI ifaUtI pRqI jvwbdyh hn[ auh mwlk hI qr`kI dIAW mMizlW qYA kr skdy hn jo Awpxy krmcwrIAW dIAW shUlqw Aqy kMmW dw iKAwl r`Kdy hn[ LKvIr ny Awpxy hr mulwzm nUM muPq ieMSOrYNs dI shUlq id`qI hoeI hY[ pMjwbIAW dI ies qrHW dI shUlq dyx vwLI ieh pihlI kMpnI hYy[ fI tI AYl kMpnI kol sYkVy tr`k PlIt hn[ pr swry kMm nUM ie`k isstm ‘c bMnH ky r`iKAw hoieAw hY[ isstm hI quhwfy kMm dI brkq hY [ inXmb`Dqw hI quhwfI sPlqw hYy[ fI tI AYl tr`ikMg kMpnI ny ies dy nwL hI fI tI AYl tr`k pwrikMg dw ibzns vI AwDuink lIhW’qy SurU kIqw

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- sMqoK isMG imnhws 49

Accepting a Freight Order It

is very important for a business to receive new orders.

Receiving an order brings joy and excitement to everyone in the company. It is the lifeblood of a business. It is important for a business to ensure that there is a continuous stream of incoming orders. The sales or dispatching staff needs to take a proactive approach in acquiring all relevant information about the order so that it can be fulfilled without any issue. The problems that can occur in an order are very costly. Instead of making a business grow, a problematic order can cause severe damage to the growth and reputation of the business.

In the trucking logistics industry, dispatchers need to remain focused on verifying all relevant information while taking an order from a customer. Once the order is confirmed with the customer, it becomes the order-taking company’s legal responsibility to fulfill the order according to the customer’s satisfaction.

Customer satisfaction is the key. Satisfied customers not only continue placing new orders, but also refer other potential customers. Unsatisfied customers can cause much more harm than simply ceasing to place new orders. They can drag your business through financial penalties, lawsuits, criminal charges, safety violations or other liability claims. The pleasant experience of receiving an order can become the cause of severe damages that can go as far as shutting down the business. Therefore, the dispatcher needs to be fully aware of all the positive and negative outcomes an order can bring about. He or she needs to be very detail oriented while receiving orders. The following is the breakdown of the different kinds of information a dispatcher needs to verify during the order receiving process: 1. Freight and Equipment Requirements: All the relevant physical information about the freight like weight, width, length, number of skids, temperature requirements, type of tractor, type of trailer, special handling procedure (if required) needs to be asked up front before accepting the order.

2. Credibility Check: It is very important to check the credibility of the customer. If the customer has bad credit, many negative occurrences and high risk factors, then it may be better not to do business with them. If there is no surety of receiving payments, then what is the purpose of doing business with them?

It is usually the responsibility of the management to perform credit checks on the customers who have credit terms with the company. The dispatcher needs to work closely with the management to ensure customers are reliable and credible to do 50

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business with.

3. Rate and Payment Terms: The dispatcher needs to know the rate and the payment terms of all the orders he accepts. In larger companies, there are dedicated salespersons that negotiate the rate and terms with customers. Smaller companies usually authorize dispatchers to negotiate rate and payment terms. What ever the case may be, these should be finalized before confirming the order.

4. Pickup and Delivery Information: The full addresses of the pickup and delivery locations, expected or scheduled times for the pickups and deliveries, routing requirements, contact person’s name and phone number, docking station number, pickup number and any safety requirement information needs to be collected during the order taking process.

5. Customs Broker Information: If the freight involves crossing international borders, customs broker information should be received from the customer in order to arrange customs clearance for the freight, including email addresses, phone and fax numbers, and hours of operation.

6. Penalties and other Terms: Any penalties for delay or other clauses should be taken into account. If the customer makes demands for penalties on such events as late arrivals or delivery, then the dispatcher or salesperson receiving the order can also negotiate extra payment charges for excess waiting time while loading or unloading, fuel surcharges, and other claimable expenses.

Once all the above information is discussed and gathered, the dispatcher needs to confirm that there is some retrievable evidence for the order in case of later disagreements or disputes. A signed purchase order (PO), or Load Confirmation Sheet should be requested and its receipt acknowledged before proceeding with the order.

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www.gill-insurance.net 51

A QUICK GUIDE TO UNDERSTANDING DIESEL PARTICULATE FILTER (DPF)

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WHAT’S IN THE AIR • NOx and Soot – these have the most impact on our environment • NOx ( Nitrogen oxides)are a group of highly reactive gases containing nitrogen and oxygen in varying amounts • Nitrogen dioxide, along with particles in the air, can often be seen as a reddish-brown layer over many urban areas • Particulate matter (Soot) is the visible exhaust from the engine.

• Soot is made up of unburned fuel, carbon, and other solid material MEETING 07 EPA LEVELS • To meet EPA ‘07 levels for particulate matter, all manufacturers turned to an exhaust after-treatment system • The technology in this after-treatment system is the “Diesel Particulate Filter”.

• Instead of exhausting soot into the atmosphere, the DPF traps the soot, and then uses heat to oxidize it. So what exits the exhaust is much cleaner air.

HOW DOES IT WORK • The DPF is actually a ceramic filter that has thousands of tiny channels. As the exhaust passes through these channels, soot is trapped along the channel walls and is prevented from exhausting through the stacks.

• The ceramic filter looks like a honeycomb structure.

• This structure is covered with a layer of chemical catalyst that contains small amounts of precious metal, usually platinum or palladium, that interact with and oxidize pollutants in the exhaust stream (CO and unburned HCs), thereby reducing poisonous emissions.

• Soot trapped along the channel walls prevent it from exhausting through the stacks.

• Every once in a while, the DPF must remove the soot that has built up along the channel walls to remain effective.

• This process is called “Regeneration.”

• Regeneration is an oxidation process that uses heat to remove the soot from the filter.

• The regeneration process is actually pretty simple.

• There are two stages in this process: 1) ACTIVE & 2) PASSIVE PASSIVE REGENERATION • Passive regeneration occurs naturally under steady driving, when the engine achieves the required operating temperature.

• The DPF contains an oxidation catalyst that is coated with precious metals.

• Under normal highway driving, passive regeneration takes place as the catalyst in the DPF heats up enough to oxidize the soot and turn it into CO2.

• The CO2 exits through the exhaust stack.

• Any residues left behind are converted into harmless ash that collects in the DPF canister.

• The process is continual, so whenever the vehicle reaches operating temperature, the DPF will begin passive regeneration.

• Passive regeneration occurs naturally under steady high engine loads.

hvw ‘c kI hY? nOks (nweIyrojn AwsweIf) Aqy DMUAW ienHW dovW dw swfy vwqwvrx ‘qy bhuq Asr hY[ *nOks ( nweItrojn AwksweIfz) izAwdw pRqIikirAw krn vwlIAW gYsW dw gru`p hY ijs ‘c nweItrojn Aqy AwksIjn gYsW v`K v`K mwqrw ‘c hn[ * keI SihrI ielwikAW ‘c nweItrojn fweIAwksweIf dy hvw ‘c kwiem AxUAW nwl iml ky bxI lwl Bury rMg dI pyqlI ijhI qih idsdI vI hY[ * pwrtIkulyt mYtr Bwv DUMAW ieMjx qoN inkldw spSt idKweI idMdw hY[ * DMUAW Axjly bwlx, kwrbn Aqy hor Tos pdwrQW qoN pYdw huMdw hY[ eI pI ey lYvl 07 nUM pRwpq krnw *eI pI ey dw ArQ hY AYnvwiernmYNtl pRotYkSn eyjMsI[ AmrIkw dI eyjMsI ny vwqwvrx Su`D r`Kx leI iesdw lYvl 07 pRpqI krn dw tIcw imiQAw hY[ ies dI pRwpqI leI vsqW auqpwdn krn vwilAW ny DUMAW inklx qoN pihlW ausnUM G`t Kqrnwk bxwaux leI pRbMD kIqy hn[ * ies ‘c fIzl pwrtIkulyt iPltr dI vrqoN huMdI hY[ * vwXUmMfl ‘c DUMAW jwx qoN pihlW ies nUM fI pI AYP (fIzl pwrtIkulyt iPltr), Bwv ah iPltr jo fIzl nUM G`t DUMAW rihq bxwauNdw hY, grmI dy ky AwksIfweIz bxwauNdw hY[ ies leI jo ieMjx qoN bwhr AwauNdw hY auh hvw nUM G`t gMdw krdw hY[ ieh iks qrHW kMm krdw hY * fI pI AYP Asl ‘c ie`k sIrYimk iPltr hY ijs dy hzwrW Coty cYnl hn [ jdoN ienW cYnlW rwhIN inkws bwhr inkldw hY DUMAW cYnl dy isirAW nwl cMbV jWdw hY Aqy ies qrHW bwhr hvw ‘c nhIN rldw[ * sIrYimk iPltr Sihd dy C`qy vrgw idsdw hY[ * iesdw qwxw bwxw aus rswiexI kYtwilst dI pqlI qih nwl FikAw hY ijhVy kImqI Dwq plYtInm jW pYlyfIAm dy bxy hoey hn[ ieh Agzwst strIm ( sI E Aqy Axjly AYc sI AYs) ‘c AwkIfweIz polUAYNts nwl pRqIikirAw krky zihrIly DUMeyN nUM GtwauNdy hn[ * auh DUMAW jo cYnl nwl l`g jWdw hY bwhr nhIN inkldw[ 8 kdy kdy ijhVw DUMAW cYnlW nwl l`gw hY ausnUM swP kr lYxw cwhIdw hY qW ik cYnl TIk FMg nwL kMm krdy rihx[ * ies pRikirAw nUM “ rIjnrySn” kihMdy hn[ * rIjnrySn Asl ‘c AwksIfySn dw Aml hY ijhVw grmI nUM iPltr ‘coN DUMAW k`Fx leI vrqdw hY[ * rIjnrySn Aml ‘c bhuq sDwrx hY[ 8 ies Aml dIAW do styjW hn: 1 AYkitv Bwv qyz 2. pYisv Bwv susq pYisv Bwv susq Aml * pYisv rIjnrySn Bwv susq Aml Asl ‘c audoN hUMdw hY jdoN lgwqwr frweIivMg huMdI hY Aqy ieMjx loVINdI grmI pRwpq krdw hY[ * fI pI AYP ‘c ie`k AwksIfySn pRyrk huMdw hY ijs nUM kImqI DwqW nwl pwilS kIqw huMdw hY[ * Awm hwlqW ‘c jdoN hweIvyA ‘qy frweIivMg huMdI hY Aqy fI pI AYP dw pRyrk ieMnw grm ho jWdw hY ik DUMeyN nUM sI E 2 Bwv kwrbn fwieAwksweIf ‘c bdl idMdw hY qW ieh pRikirAw pYisv rIjnrySn AKvwauNdI hY[ AYkitv rIjnrysn: *bhuq vwrI fI pI AYP ‘c jmHW hoieAw DUMAW pYyisv rIjnrySn nwl nhIN rukdw ies leI hI dUjI styj dI loV pYNdI hY ijs nUM AYkitv rIjnrySn kihMdy hn[

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53

arma 0433

A Quick Guide (DPF)

• Catalyst in DPF oxidizes soot when exhaust temperatures reach about 600°F ACTIVE REGENERATION • Over time, passive regeneration is not enough to prevent soot from building up in the DPF and that’s when the second stage of cleaning is used. This is called “Active Regeneration.”

• The truck engine computer indicates that the DPF needs cleaning, and if the operating temperature is high enough, it automatically initiates an active regeneration.

• In general, active regeneration begins when a small amount of fuel is introduced into the exhaust stream between the turbocharger and the DPF. • This fuel is atomized into an extremely fine spray that does not burn. Instead, when it makes contact with the catalyst on the DPF, it generates intense heat –upwards of 1100 degrees Fahrenheit --that oxidizes any remaining soot on the ceramic filter.

• Again, the soot is oxidized and CO2 exits the stacks and ash collects in the canister.

• Small amount of fuel is introduced into the exhaust stream to create intense heat –upwards of 1100 degrees Fahrenheit – to oxidize any remaining soot.

• Active Regeneration may take place once a day, depending on the type of driving.

• Each regeneration can take 30 minutes or more.

• If you stop or slow down, the regeneration may be interrupted and may need to repeat.

AUTOMATIC REGENERATION • In general, after treatment systems are self-monitoring. When the soot level is high enough, the system automatically initiates an active regeneration.

* tr`k ieMjx dw kMipaUtr d`sdw hY ik sPweI dI loV hY Aqy jy AwpryitMg tYNprycr izAwdw hovy qW ieh AYkitv rIjnrySn nUM Awpxy Awp hI cwlU kr idMdw hY[ * Awm qOr ‘qy AYkitv rIjnrySn audoN SurU huMdw hY jdoN ik trbocwrjr Aqy fI pI AY`P dy ivckwr vwLI strIm ‘c QoVHw ijhw iPaUl pwieAw jWdw hY[ * iPaUl dy ies qrHW AxU bxw ky vDIAw FMg nwL spryA kIqI jWdI hY ik ieh jLdw nhIN[ies dy ault jdoN ies dw sMprk fI pI AY`P dy kYtwilst nwL huMdw hY ieh 1100 ifgrI PwrnhIt dy brwbr qwpmwn pYdw krdw hY Aqy sIrYimk iPltr ‘c rih gey DUMeyN dw AwksIkrn kr idMdw hY[ * Pyr DUMeyN dw AwksIkrn ho jWdw hY Aqy kwrbnfweIAwksweIf stYkW ‘coN bwhr inkl jWdI hY Aqy suAwh kYinstr ‘c iek`TI ho jWdI hY[ * AYgjwst strIm ‘c QoVHw ijhw iPaUl pwieAw jWdw hYy qW ik bhuq izAwdw grmI pYdw hovy- l`g B`g 1100 PwrnhIt ifgrI q`k - qW ik bcdy Kucdy DUMeyN dw vI AwksIkrn ho jwvy[ * ieh tr`k dI clweI ‘qy vI inrBr krdw hY pr AYkitv rIjnrySn idn ‘c ie`k vwr kIqw jw skdw hY[ *hr ie`k rIjnrySn nUM 30 imMt jW ies qoN v`D smW lgdw hY[ * jy qusIN ruk jwE jW hOlI ho jwE qW ies nwL rIjnrySn ‘c ivGn pY jWdw hY Aqy ho skdw hY ik ieh Aml quhwnUM duhrwauxw pY jwey[ Awpxy Awp rIjnrySn * Awm qOr ‘qy AwPtr tRItmYNt isstm sYlP mOnItOirMg huMdy hn[ jdoN DUMeyN dw p`Dr izAwdw hovy qW isstm Awpxy Awp AYkitv rIjnrySn cwlU kr idMdw hYy[ * jdo pUrIAW rIjnrySn hwlqW huMdIAW hn qW vhIkl dI AweIfl spIf vD skdI hY[ pwrkf rIjnrySn * ies qrHW dw smW vI hovygw jdoN frweIvrW nUM mYnUAl jW pwrkf rIjnrySn krnI pvy[ ieh ies krky hovygw ikauN ik aunHW ny ie`k rIjYn

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NOVEMBER / DECEMBER 2013

A Quick Guide (DPF)

• Vehicle idle speed may increase when stopped to maintain proper re generation conditions.

PARKED REGENERATIONS • There will be times when drivers will need to perform a manual or “parked” regeneration. This may be because they cancelled a regen, or an automatic regen had started, but was interrupted when the vehicle was stopped.

• Parked regens are active regenerations initiated by the driver when the vehicle is stopped, engine running, with the parking brake applied. Usually there is a dash switch of software based method for initiating a parked regen • Cautions o Extremely high exhaust temperature during active regeneration. o Stay clear of combustibles and people . Crowded worksites, fueling stations, tunnels DRIVING WITH DPF • Two mounting options o Mounted on frame close to turbo exhaust o Back of cab • Fuel requirements o DPF requires use of Ultra Low Sulfur Fuel and approved diesel CJ4 engine oils • Cleaning o DPF requires professional cleaning every 150,000 –250,000 miles This information is not intended to be a legal document or to be used as official EPA information or instructions. Not responsible for omissions, errors or legal content.

NOVEMBER / DECEMBER 2013

kYNsl kr id`qw hY jW iek AwtomYitk rIjYn cwlU ho igAw sI pr vhIkl KVHn nwl aus ‘c ivGn pY igAw sI[ * pwrkf rIjYn auh AYkitv rIjYn hn ijhVy frweIvr vloN audoN clwey jWdy hn jdoN vhIkl KVHw huMdw hY pr ieMjn cldw huMdw hY Aqy pwrikMg brykW lweIAW huMdIAW hn[ Asl ‘c pwrkf rIjYn cwlU krn leI swPtvyAr dI ie`k fYS siv`c huMdI hY[ swvDwnIAW * rIjnrySn smyN bhuq izAwdw AYgzwst tYNprycr * jlxSIl vsqW Aqy lokW qoN dUr rho ijvyN BIV BV`ky vwLIAW kMm dIAW QwvW, iPauilMg stySn, tnlW Awid fI pI AYP nwl fRweIivMg * do mwaUNitMg bdl trbo AYgzwst dy nyVy Prmy ‘qy lwauxw kYb dy ipCly pwsy * iPaUl loVW fI pI AYP nUM ilbrw slPr loA iPAUl Aqy mwnqw pRwpq fIzl sI- jy 4 ieMjx qyl dI loV * sPweI hr 150,000 - 250,000 mIlW qoN bwAd fI pI AYP nUM pUrI kwrIigrI nwL sPweI dI loV not: ieh jwxkwrI ie`k kwnUMnI dsqwvyz nhIN Aqy nw hI srkwrI eI pI ey dI kwnUMnI dsqwvyz vjoN vrqI jw skdI hY[ iksy aukweI, glqI jW kwnUMnI p`K sbMDI koeI vI izMmyvwrI nhIN[ Courtesy:

55

Good and Bad news for trucking, more freight and less trucks to move it

A

report by CNBC says that there’s good news and bad news about trucking these days.

The good news is traffic is up! A good sign for the economy!

(OK, there’s a caveat, but more on that in a minute).

The bad news? That the good news may lead to an economic headwind you weren’t expecting.

Is this good news/bad news important? You betcha. After all, trucks manage about 70 percent of the nation’s commerce.

Face it, if you bought it at a store, it probably got there on a truck. So pay attention.

“Trucking stats are often used as a gauge (one of many) on the health of the economy,” pointed out Greg McBride, senior economist for Bankrate.com. “All in all, an increase in tonnage is reflective of increased demand, and that is a positive economic indicator.”

The Good News …

The tonnage of truck freight increased by 1.4 percent in the last month, according to the American Trucking Associations, reversing 0.6 percent fall in July. It was the largest pop since May and kept up a forward trend for three of the last four months.

OK, here’s the caveat. It’s freight as measured by weight. And it turns out the sectors giving trucks the most business right now—housing, automobiles and fracking—move a lot of

56

tr`kW vwilAW leI cMgI / mwVI ^br: izAwdw mwl pr iesnUM iljwx leI G`t tr`k sI AYn bI sI dI ie`k Kbr Anuswr ienHW idnW 'c tr`k ieMfstrI leI ie`k cMgI ^br vI hY Aqy nwL hI ie`k mwVI ^br vI[ cMgI Kbr ieh hY ik AwvwjweI vD geI hY! ijhVw ik ArQcwry dy vDIAw hox dI inSwnI hY! ( A`Cw QoVHw rukdy hW Aqy CyqI hI ies bwry d`sdy hW)[ kI ieh mwVI jW cMgI ^br dw koeI mh`qv hY? iblku`l ! tr`k dyS dy vpwr dy krIb 70% mwl dI FoAw FuAweI krdy hn[ zrw soco , ijhVI cIz qusIN stor qoN KrIdI hY, Swied iesnUM ie`k tr`k hI lY ky AwieAw hY[ ies leI iDAwn idE! " tr`kW sbMDI AMkVy Awm qOr 'qy iksy dyS dI AwriQkqw nUM mwpx leI ie`k pYmwny dw kMm krdy hn[" ieh kihxw hY bYNkryt fwt kOm dy sInIAr ArQ ivigAwnI grYg mYkbRweIf dw[ jy Fox vwly Bwr 'c ie`k tn dw vwDw huMdw hY qW ieh dyS dI AwriQkqw leI vDIAw sMkyq hY[ cMgI ^br...

AmYirkn tr`ikMg AYsosIeySn dy Anuswr tr`kW rwhIN Fox vwLw mwL ijhVw julweI 'c 0.6% Gt igAw sI ipCly mhIny aus 'c 1.4 pRqISq dw vwDw hoieAw hY[meI qoN bwAd ieh pihlw vwDw sI ijhVw ipCly cwr mhIinAW 'c iqMn mhIny lgwqwr irhw[ A`Cw hor suxo, QoVHI g`l ku`J hor qrHW vI hY[ ieh auh BwVw hY ijhVw Bwr vjoN imixAw jWdw hY[ ieh v`K v`K KyqrW 'c hY ijvyNhwaUisMg, AwtomobweIl Aqy PrYikMg- dw jo bhuq BwrI smwn FoNdy hn[pr jy AsIN k`ly kihry dy tr`k dy Bwr dI g`l krIey qW ieh bhuqy Pwiedw vwLw nhIN irhw[ Asl 'c ieh qkrIbn pihly ijMnw

NOVEMBER / DECEMBER 2013

Good News & Bad News

heavy stuff. If you just count individual truckloads, it’s not much of a gain. In fact, it’s pretty flat.

And since a truckload of bricks, while weighing more, costs a lot less than a truckload of lightbulbs, it might not be saying that much about the economy. But then again, low end stuff moving now may mean high end stuff will move later. You got to build the house before installing the light bulbs. And at least the trucking trend is moving in the right direction.

“The significance of these numbers isn’t the August increase— because July was down after all—but the fact that it has been up in three of the past four months,” McBride said in an email response to questions. “The takeaway is positive.”

(For those of you who like cross-checking data, railroads seem to be seeing a slight uptick as well).

The Bad News …

There may be a shortage of trucks to carry the freight an improving economy produces. That’s the warning from an economist for the trucking group.

“We are headed for a capacity problem,” Bob Costello, chief economist for the American Trucking Associations, said at a recent conference. “The industry is not adding much capacity today.” Indeed, during the latest economic doldrums, truckers did not make it a priority to add new equipment to fleets. In fact, they reconfigured equipment to do other work (like turning a dry-good hauling truck into a tank truck for the fracking business) or selling used trucks to overseas buyers, according to Costello. On top of that, productivity is down, Costello said.

Truckers are having trouble keeping qualified drivers because of competition from construction and energy outfits looking

NOVEMBER / DECEMBER 2013

hI irhw[ ijvNyN ie`tW dy Bry hoey tr`k ijsdw Bwr izAwdw hox kwrn Krc, blbW dy Bry tr`k nwloN G`t AwauNdw hY pr iesdw ArQcwry nwL koeI bhuqw sbMD nhIN huMdw[pr G`t kImqI smwn nUM Fox qoN Bwv hY ik mihMgw smwn bwAd 'c FoieAw jwvygw[ikauN ik pihlW quusIN ie`tW nwL Gr bxwauxw hY Aqy blb qW bwAd 'c hI l`gxy hn[ Asl 'c tr`ikMg dw JukwA TIk pwsy vl hI jw irhw hY[ mYkbRweIf ny ie`k svwl dy jvwb 'c ikhw," ienHW igxqIAW imxqIAW dw ieh ArQ nhIN ik Agsq 'c vwDw hoieAw- ikauN ik julweI 'c ieh igxqI G`t sI[pr Asl g`l ieh hY ik ipCly cwr mhIinAW 'coN iqMn mhIny ieh vwDw kwiem irhw Aqy pRwpqI lwhyvMd rhI" ( quhwfy 'coN auh ijhVy ienHW AMkiVAW nUM v`K v`K p`KW qoN cY`k krnw cwhuMdy hn nUM pqw l`gygw ik ryl rwhIN Foey smwn 'c vI mwmUlI ijhw vwDw hoieAw hY[) burI ^br ie`k ArQ ivigAwnI jo ik tr`ikMg gru`p leI kMm kr irhw hY v`loN ieh icqwvnI id`qI geI hY ik suDry AwriQk auqpwdn nUM Fox leI tr`kW dI Gwt rhygI[ AmYirkn tr`ikMg AYsosieySn dy mu`K ArQ ivigAwnI bOb kOstYylo dw kihxw hY ik AsIN smr`Qw dI muSkl vl vD rhy hW[ A`j ieh ieMfstrI smr`Qw 'c hor vwDw nhIN kr rhI[ kOstYlo A`gy d`sdy hn," Asl 'c g`l ieh hY ik jdoN AwriQk mMdvwVw sI audoN tr`kW vwilAW ny Awpxy PlIt dy smwn 'c hor vwDw krnw TIk nhIN smiJAw[ Asl 'c aunHW ny Awpxy smwn nUM hor kMmW Anuswr bxw ilAw ( ijs qrHW fRweI gu`f hOilMg tr`k nUM tYNk tr`k jW PrYikMg ibjns leI bdlxw) jW smuMdroN pwr dy gwhkW kol purwxy tr`kW nUM vycxw[" kOstylo dw kihxw hY ik sB qoN v`fI g`l ieh hoeI ik auqpwdn Gt igAw[ tr`kW vwilAW leI muSkl ieh vI hY ik kMstRkSn

57

We now have 100+ 2010 Cascadia's rolling in

58

NOVEMBER / DECEMBER 2013

Good News & Bad News

for heavy equipment operators. In addition, new government regulations about hours of service and new electronic logging procedures (which take time to learn) eat into the time drivers can be on the road, he suggested.

Obviously a lack of trucks could pose a problem for a recovering economy. if goods aren’t moving to where people can buy them, well, they don’t get bought.

Until, of course, economics kicks in— like higher wages for drivers and higher rates for trucks.

“I’m not suggesting fruits and veggies will rot,” Costello said in an email response to questions. “But when the crunch happens, the pendulum will move towards carriers. As rates then go up, it will be a little easier to increase capacity.”

Of course, those increased transportation costs get moved to the companies using those trucks and their customers.

Transportation, however, usually makes up a very small percentage of the overall price of most goods.

Still, it’s a cost that wasn’t there before.

Aqy AYnrjI Kyqr v`loN hYvI iekiepmYNt Awprytr dI mMg hox kwrn inpuMn frweIvr nhIN iml rhy[ aus v`loN ieh vI ikhw igAw hY ik srkwr dIAW syvwvW dy GMitAW sbMDI nvIAW SrqW Aqy ibjleI lwigMg dI nvIN pRikirAw ( ijsnUM is`Kx leI bhuq smW lgdw hY) frweIvrW dy sVk 'qy c`lx dy smyN nUM Gtw idMdI hY[ Asl 'c muV pYrW 'qy KVH rhI AwriQkqw nUM tr`kW dI Gwt v`fI sm`isAw ho skdI hY[ ij`Qy lok vsqW KRIdxIAW cwhuMdy hn jy au`Qy auh phuMcxgIAW hI nhIN qW auh KRIdxgy ikvyN[ AwKrkwr ArQ Swsqr dw ieh inXm hI kMm krygw- frweIvrW dI izAwdw qnKwh Aqy tr`kW dw izAwdw BwVw[ eI- myl rwhIN pu`Cy ie`k svwl dy jvwb 'c kostYlo ny ikhw," mYN ieh slwh nhIN dy irhw ik sbzIAW Aqy Pl sV jwx[pr jdoN AwriQk mMdvwVw AwauNdw hY qW ibjlI FoAw FuAweI krn vwilAW 'qy hI ifgdI hY[ jdoN BwA vDdy hn qW smr`Qw vDwauxI sOKw huMdw hY[" Asl 'c FoAw FuAweI dIAW vDIAW kImqW dw Bwr aunHW kMpnIAW 'qy jw pYNdw hY jo tr`kW nUM FoAw FuAweI leI vrqdy hn jW ies dw Asr aunHW dy gwhkW 'qy jw pYNdw hY[ Asl 'c bhuq swrIAw vsqW dy mu`l 'c FoAw FuAweI dy Krc dw bhuq G`t Asr pYNdw hY[ pr ieh auh Krcw hY jo pihlW nhIN sI[ NOVEMBER / DECEMBER 2013

sOKI nI frwievrI ib`lo!!! guirMdrjIq isMG (nItw mwCIky)

tr`k frwievr ivdySw iv`c Awky Agwh vI pRdysIAw vwlI ijµdgI hI bqIq krdy hn[ Kws qOr qy ijhVy vIr lµmy rUtw qy jwdy hn auh ies g`l ƒ vDyry cµgI qrW nwl smJ skdy hn[ jdo frwievr gyVw lwky Gr muVdw hY qW auhdy Aµdr ie`k v`Kry qrW dI auqsukqw ie`k koeI AnoKI iK`c huµdI hY ijsƒ koeI frwievr hI shI qrIky nwl Bwp skdw hY[ frwievr rsiqAw iv`c K`jl KuAwrIAw qo A`ikAw Gr prq ik Pyr Gr vwlI Aqy bwkI pirvwr dy mYbrw qo aumId nwlo ijAwdw ie`jq mWx Bwldw hY ieh auhdy b`s dI g`l nhI huµdI ikauky lof l`dx Aqy lof auqwrn vwlIAw QwvW qy tr`k frwievr dI kuqy KwxI AYnI ku hoeI huµdI hY ik auh rihµdw KUhdw ie`jq mWx swrw pirvwrk mYbrw qo hI pUrw krnw chuµdw hY[ ie`k g`l hor ‘tr`k frwievr vIrw ƒ Pon krn dI bhuq mwVI Awdq pY jWdI hY ieh pirvwr iv`c bYT ik vI Pon qo incly nhI bYT skdy[ ivhly bYT ik iKJdy rihµdy hn ikauky cOvI Gµty styirµg h`Q iv`c hox krky Gr Awky vI cYn nwl nhI bYT skdy auDr pirvwr dy jIAW ƒ ieh huµdw ik msW hPqy ip`CNo qW Gr AwieAw ey A`j qW swfy nwl smw guzwry’.... frwievr iek`ly rihx dI Awdq kwrn bs ieµJ mihsUs krdy hn ik sB kuJ myry muqwibk hI hovy Gr iv`c myrI mrjI qo ibnW p`qw nw ih`ly[ hr roz mIlW k`F k`F ik frwievr Q`k tu`t ky hPqy Kµf mgroN jdoN Gry vVdw hY qW auhdw mn ieµJ krdw huµdw ik mYN iksy pwsy nW jwvW’ bs Gr bYT ik Arwm krW pr AwauNdy ƒ Gr vwlI Aqy b`cy skImW bxweI bYTy huµdy hn ik A`j AwpW Plwxy stor c`lWgy k`l AwpW rYstorYNt qy c`lWgy, frwievr nW hW krdw qy nW nwh b`s jihr ijhI Gol ky qur pYdW hY[ jdoN jnwnIAW ibnW mqlb qoN kdy ie`k stor qo dUjy stor dUjy qo qIjy vVdIAW ‘...auh vI kuJ KrIdx qoN ibnW, qW auDr frwievr dIAW l`qW Qkwvt kwrn cUr hoeIAW huMdIAW hn dUjy pwsy ibnW mqlb dI BkweI auhƒ hor iKJw idµdI hY[ aus twiem frwier dI hwlq Kyq pey gDy vwlI hoeI huµdI hY ik soicAw sI do GVI Arwm krWgy ieDr hux Pyr ibnW mqlb qo l`qW GfWaudy qury iPro[ tr`k frwievr vIrw ƒ isr drdIAW AYnIAW ku sqwaudIAW ny ik lof c`kx qo lYky lhuµx q`k jwn sih sih krdI rihµdI hY Swied iesy krky iksy ny bVw KUbsUrq iliKAw ik “pYdyN s`p dI isrI qoN not c`kxy sOKI nI frwievrI iblo” tr`k frwievr Kud Awp bhuq j`do jihd vwlI ijµdgI gujwrdw hox krky auhƒ keI vwrI hor pirvwrk mYbrW dy duK qklIPW AwpxIAw musklW dy brwbr nw mwqr hI mihsUs huµdy hn[ sVkW qy hr roz dw iek`lwpx frwievr ƒ sKq Aqy bhuq kwhly suBwA vwlw bxw idµdw hY[ ijhVw ik pirvwrk jIvn iv`c kwPI musklW ilAwauNdw hY[ sVkW qy roj mrHW dI qxwA BrpUr ijµdgI ijaux kwrn Aqy Awm pirvwrk mYbrW qo dUrI kwrn frwievr GridµAw ƒ PYslw sxwaux jwxdw hY nsIAq suxnI auh psµd nhI krdw[ G`t swauxw, twiem isr Kwxw nw Kwxw, bwQrUm smy isr nw jwxw Aqy ksrq nw krn krky ijAwdwqr frwievr mutwpy dw iSkwr ho jWdy hn ijhVw ik bhuq swrIAW Gwqk ibmwrIAW ƒ koTy cVky s`dw dyx iv`c mohrI rol Adw krdw hY[tr`k frwievr dI ijµdgI iv`c smyN dI inXmqw dI koeI jgHw nhIN ikaNuky tr`k frwievr dy h`Q iv`c kuJ vI nhIN huµdw, sB ku`J dUsirAW qy inrBr krdw hY[ rsqy iv`c trYiPk dw koeI pqw nhIN lgdw ik ik`Qy kdoN ikvyN jwm l`g jWdw hY jW keI vwrI msInrI hI rsqy iv`c Krwb ho jWdI hY, auDr frwievr Gry vwAdw krI iPrdw huµdw hY ik mY AYny vjy phuµc jwxw hY bs qusIN iqAwr irho[ frwievrI iv`c pihlW bxwey hoey twiem tybl vI frwievr ƒ vwDU idmwgI qxwA idµdy hn[ iehnW Alwmqw dw ielwj koeI Kws nhI hY, bs isrP ienW hI suJwA dyxw cwhWgw ik TµFy idmwg qo kµm lE[ Trµmy nwl swrIAW g`lw bwqW ƒ sulJwE[ Gr phuµc ik frwievr dI ijµdgI tr`k iv`c C`f ik ie`k Awm ienswn vWg Gr pirvwr iv`c ivcro[ smyN coN smW k`F ky ksrq zrUr kro jo quhwƒ lµmyrI qµdrusq Aqy SWqI BrpUr jIvn ijaux leI bhuq shweI is`D hovygI[ nINd zrUr pUrI kro, smyN isr Kwxw KwE Aqy bwQrUm jwx dI iF`l nw kro, kdy vI Gr phuµcx qoN pihlW iksy nwl iksy pwsy jwx dw vwAdw nw kro, ieh cIjW qxwA BrpUr ijµdgI qo Cutkwry leI Aihµm nukqy hn[ idmwg ƒ ivcwrw qoN rihq krn leI mYfItySn bhuq jrUrI hY so zrUr kirAw kro[ AglI vwrI nvyN tOipk nwl Pyr imldy hW[ 59

Hours-of-Service Back As Top Concern in Annual Trucking Industry Survey

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rlando, FL – The American Transportation Research Institute (ATRI), the trucking industry’s not-for-profit research institute, today unveiled its list of the top ten critical issues facing the North American trucking industry.

The changes to the federal commercial driver Hours-of-Service (HOS) rules that went into effect July 1, 2013 caused HOS to top the list in ATRI’s annual survey of more than 4,000 trucking industry executives. The complete results were released at the 2013 Management Conference and Exhibition of the American Trucking Associations (ATA) meeting in Orlando, FL, the nation’s largest gathering of motor carrier executives. The ATRI Top Industry Issues report also solicited and tabulated specific strategies for addressing each issue.

Continued concern over the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, Accountability (CSA) program caused that issue to rank second this year, after ranking first in 2012. Worry over the implications of a driver shortage resulted in that issue ranking third in this year’s survey while concern over the economy lessened, causing that issue to slip one position to fourth place. Continued economic growth, coupled with CSA and HOS changes may be contributing factors to the driver shortage

according to some in the industry.

The ATA-commissioned survey results and proposed strategies will be utilized by the ATA Federation to better focus its advocacy role on behalf of the U.S. trucking industry and ATA Federation stakeholders.

“ATRI’s annual survey of top industry issues makes it easier for us to keep track of all the complex forces affecting motor carriers and drivers so that we can focus on running a safe and profitable industry,” said ATA Chairman Mike Card, President, Combined Transport, Inc., Central Point, Oregon.

“As we all know, the trucking industry constantly faces changes and challenges to how we operate safely and efficiently,” ATA President and CEO Bill Graves said. “However, our industry has always responded to these issues with determination and ATRI’s work gives us the information to decide where to focus our energies first and foremost.

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AMERICAN TRUCKING ASSOCIATIONS U.S. Freight Transportation Forecast to 2024 As ATA’s premier economic planning resource, the U.S. Freight Transportation Forecast to 2024 profiles the current state of the entire freight transportation industry and provides an outlook for all modes during the next decade. The Forecast is so respected that it is used by the Federal Government and other modes of freight transportation to understand and prepare for the future.

This report also includes historical data back to 1990.

“The trucking industry continues to dominate the freight transportation industry in terms of both tonnage and revenue,” said ATA Chief Economist Bob Costello, noting that Forecast projects trucking’s share of tonnage will rise to 70.8% by 2024 from 68.5% in 2012.

Over that same period, Forecast calculates: • Overall freight revenue will grow by 63.6% to $1.3 trillion annually in 2024 and trucking will see its share of those revenue rise to 81% from 80.7% in 2012.

• Truckload volumes will grow 3.2% through 2018 and 1.1% annually between 2019 and 2024. Less-than-truckload volume should grow 3.5% annually through 2018 and by 2.4% until 2024.

• Anemic growth for rail carloads of just 1.5% through 2018 and 0.4% from 2019 through 2024 contributing to a decline in market share to 14.2% from 14.8% in 2011.

• Intermodal rail will continue to be the fastest growing freight mode, growing an average of 5.1% a year until 2018 then slowing moderately to 4.8% annual through 2024.

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Impacts of Driver Shortage Detailed by ATA Chief Economist

Phil Byrd Elected 69th Chairman of American Trucking Associations

rlando, Fla. – American Trucking Associations Chief Economist Bob Costello said fleets are adjusting to continued tightness in the driver market by increasing pay and hiring newer drivers. “While the driver shortage is generally confined to only certain segments of the trucking industry,” Costello said here during the “All About the Driver” General Session, sponsored by Freightliner Trucks, “it is having real impacts in how fleets recruit and retain their drivers.Costello was joined by Jeff Flackler, vice president of transportation, Wal-Mart Stores Inc.; Derek Leathers, president & COO of Werner Enterprises and Steve Gordon, COO of Gordon Trucking Inc. for a panel discussion on driver issues moderated by Dave Osiecki, ATA senior vice president of policy and regulatory affairs.

“Fleets in all segments of trucking have told us they are having a more difficult time finding qualified drivers than they were a year ago,” Costello said.

“As a result, more fleets are considering hiring drivers straight out of driver training programs and nearly three-quarters of those we surveyed plan to increase pay or have already done so.” The industry needs to find an average of roughly 96,000 new drivers annually to keep pace with demand. If freight demand grows as it is projected to, the driver shortage could balloon to nearly 240,000 drivers by 2022, according to ATA data.

rlando, Fla. the Board of Directors of American Trucking Associations elected Phil Byrd, president of Bulldog Hiway Express, Charleston, S.C., as the federation’s 69th chairman.

“I am deeply humbled that my fellow ATA members would grant me the tremendous honor of representing them, and our industry, as chairman,” Byrd said.“I believe our industry and our association are on the precipice of momentous change,” Byrd said.

“And I hope that as chairman I can help not just ATA but our entire industry position themselves for these changes.”

“I have great confidence that Phil will be a tremendous chairman,” said ATA President and CEO Bill Graves. “He is as humble and dedicated an individual as I have had the privilege of working with while at ATA and I look forward to his leadership this year.”

Byrd replaces Mike Card, president of Combined Transport, Central Point, Ore., as chairman. “This past year has been a remarkable experience,” Card said. “I’d like to thank my fellow members and the staff of ATA for all they’ve done for me these past 12 months and wish Phil the best of luck. I believe he’ll be an excellent representative of our industry.” In addition, the Board elected Pat Thomas, vice president of public affairs at UPS Inc., ATA second vice chairman. The current first vice chairman is Duane Long, chairman of Longistics, Raleigh, N.C.

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ATA Economist Sees Looming Capacity Crunch for Trucking Orlando, Fla. – American Trucking Associations Chief Economist Bob Costello said the trucking industry will eventually see a capacity crunch as demand for freight services will outstrip a slowly growing supply of trucks and drivers.“At the moment, fleets are expanding slowly,” Costello said, “which means that once we see more consistent, accelerated economic growth – think 2.75% or 3% increases in GDP on a regular basis – it will eventually cause very tight capacity.”Costello was joined by Kenneth Vieth, III, president and senior analyst at ACT Research Co. and Mark Vitner, managing director and senior economist at Wells Fargo for the “All Eyes on the Economy” panel discussion sponsored by Bendix Commercial Vehicle Systems LLC and moderated by Fox News Channel’s Stuart Varney.Costello said at the moment, ATA’s seasonally adjusted truck tonnage index was increasing faster than overall loads, which is a sign of a limited recovery. “Our tonnage index continues to rise, mostly because recovery in sectors like energy and construction are outpacing the recovery in the general economy,” he said. “So that heavy freight is really driving tonnage even if the number of loads is growing slower.” With slow growth in loads and rising costs, Costello said fleets could see weakened margins in the near term. “While we do see tightening capacity going forward, until we get to those consistent levels of growth, margins will be under pressure because the costs of fuel, driver recruitment and retention and equipment will rise faster than freight rates,” he said. “However, once capacity does tighten, carriers will see improvement on the bottom line.”

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