Desi Trucking Magazine - Western edition by Creative Minds

H S New

RULES

Are You Ready?

Balancing Home Work and Life...Pg 6-8

Apna Truck Show HIGHLIGHTS 38

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JULY / AUGUST 2013

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Editor’s Note / sMpwdkI

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

JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

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

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

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

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

F: 604-598-9264

All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: JGK Media Inc. 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.

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“You have to learn the rules of the game. And then you have to play better than anyone else.” - Albert Einstein We have day, night, seasons, birth, death and in all of these, everything happens according to the laws of nature. Our world has made laws in order to make it a better place to live and be. Every country, every industry has its own laws and rules, including the trucking industry in which we are involved. Regardless of whether we like it or not, we all have to follow pre-set rules. We have to ensure that we understand and have knowledge of industry laws, regulations, and rules. If needed, Dilbag (Ron) Dhaliwal it’s important to get the right information and training on these, so that we can do our jobs properly. After the training, it’s time to implement what you have learned into your day-to-day operations. Your life will become easier, hustle free, and you will undoubtedly achieve more success in your business. As Albert Einstein said, “You have to learn the rules of the game. And then you have to play better than anyone else.” Yes, if you play better, you will definitely be ahead of your competition. The opposite is also true: you can cheat, but this process will only cause you to have bigger problems. If you get caught breaking rules and laws, the costs can be heavy: from getting heavily fined to shutting down your operation – both of which I’m sure you wouldn’t choose. In order to accommodate the changing needs of the industry, new rules are implemented from time to time. These days, the new Hours of Service rules are in the limelight and are going to be enforced beginning July 1, unless there is a last minute decision to stop them. We have tried to gather as much information as possible to educate the industry regarding these changes and we hope you will appreciate our efforts. There are many sources, including Desi Trucking Magazine, which you can use to get additional information about these new HOS regulations. The APNA Truck Show 2013 was held at Tradex in Abbotsford on June 15 and 16. It was a great success; over 10,000 people visited the show in just two days. Being a part of this show, the Desi Trucking team would like to thank everyone who helped make this show a great success. God bless truckers…see you in the next issue.

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New

Hours

A Message from

ADVERTISERS

of Service

- Mike Howe

The United States’ new Hours of Service (HOS) rules for truck drivers go into full effect on July 1, 2013, and there are very real implications for drivers on both sides of the border.

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The word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having the right thing, at the right place, at the right time.

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13 5

Home Gr

Work kMm

Life jIvn

Balance sMquln

- G. Ray Gompf

There

are several iterations of the trucking business. First, there is the local operation, where the driver doesn’t exceed 100 kilometers from his or her home base. Secondly, there is medium haul, where the driver doesn’t exceed 800 kilometers from home base. In both of these situations, establishing some semblance of home life isn’t all that difficult with proper planning. For the most part, a driver isn’t going to miss important familial occasions – with proper planning and co-operation with dispatchers/employers, necessary home time can, and is often, achieved. Often, a driver can even count on weekends off. It is the third type of operation that makes a good home & work life balance almost impossible; yet, proper planning and co-operation can change the words from almost impossible to almost possible. This third type of trucking is, of course, the long haul. There are several types of long haul: the first is the dedicated route where the driver leaves one city and is bound for a distant city on a regular basis along the same route over and over. Often times, this type of operation involves taking a load from close to home base, reaching a destination, unload, and returning back to home base. These types of dedicated routes often lend themselves to the team type operation where two drivers work together so they can achieve 22 hours of travel in each 24-hour window. The other type of long haul is where the driver follows the load and reloads as close to the original deliver point as possible, bound for another location not necessarily in the direction of home base. These long haul situations are generally over the 800-kilometer mark and sometimes, well beyond. Often, this type of operation involves coast-to-coast travel and it’s a situation where the driver could be away from home for months at a time. In this type of work, there has to be clear planning so that there is quality in the home life of any description. With your employer, establish the important dates for your family well in advance: birthdays, graduations, religious holidays, statutory holidays, anniversaries, personal vacation times and the like should be planned so that they don’t just surprise you or your employer. They are usually known years ahead of time so it should be fairly easy to reach some sort of compromise with your employer to achieve these. It’s the parent teacher interviews that are next to impossible so if these kinds of issues are important to you, then instead of working out the compromise with your employer, then perhaps it would be easier to work out a compromise with the school. Often times, the school will work out specific arrangements because of the lifestyle of trucking. Just because somebody may want you to do something at a specific time, which may not be convenient, doesn’t mean you have to just be accepting. You need to learn how to negotiate properly so you are able to achieve those things that need to be accomplished. For the most part, people understand that you have an important job that doesn’t fit the mold of the majority. So, learn to negotiate effectively. Life is about compromise and negotiation. Learn both of these skills. Employers that dictate every detail of your life and never allow you to negotiate to meet your personal and familial needs are those with whom you do not want to be associated. If your employer doesn’t work with you to achieve your goals and objectives, then find one that will. There is a shortage of good and qualified drivers in this country. Therefore, drivers of quality and qualification need to exercise some backbone and ask for what they want. The government rules and regulations over the past several years have JULY / AUGUST 2013

Home Work Life Balance

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made the quality of a personal life much more difficult to achieve. Many of these rules and regulations have been sold as assisting in making the highways safer. The reality isn’t a safer highway, but merely it’s the lawmakers exercising more control over the driver pool, effectively putting the driver into virtual subservience. Many of our homegrown drivers have just given up on trucking because of these new draconian rules and regulations and as a result, the governmental changes exacerbated an already fairly serious driver shortage. The answer to the driver shortage has been to import drivers from overseas. Our newly imported drivers from outside North America, in the minds of the employers, are just happy to be employed even at less money than would be acceptable to homegrown drivers. Recently, I noticed a sign on the back of a trailer, while I was on an intercity drive, that bragged this particular company was paying drivers 34 cents a mile and that one should call their special 800 number to become employed. I was paid 34 cents a mile too, but that was 25 years ago. How can today’s wages be the same as they were two or three decades ago? The lifestyle of trucking covers many factors for individual’s lives, both family and work related. There is a definite requirement for companies to work with drivers to achieve a reasonable home & work balance, but more so, companies have to find a better way to compensate drivers. The new government regulations, that have been industry driven, have eaten away close to 20% of the driver’s potential income over the past several years. There is no sign that this downward slide in potential income of drivers is abating. If being paid by the mile is the one and only way to encourage productivity, then there must be some recognition for the driver’s non-productive hours, which he or she must work and earn zero. Being paid by the mile means that if the wheels aren’t .... .

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TECH TID-BITS

by JAG DHATT

Peterbilt announced an all-new interior for its Model 320 low-cab forward. The new dash, which will be virtually fadefree, will include LED backlit gauges, a new Driver Information Display, as well as rocker switches that are within easy reach. There is much more storage space, contemporary LED lighting, a USB charging port, and a 12V DC charging outlet. Finally, the new pedalposition package was designed by intense consultations with customers.

Ryder System, Inc. began taking delivery of 39 light and medium duty compressed natural gas vehicles. The new CNG trucks range from 16,000 lb GVW to 33,000 lb GVW. These natural gas vehicles are designed for metro and city delivery applications and can be refueled at existing retail CNG fueling infrastructure. Ryder wants to demonstrate their ongoing commitments in finding new ways to meet their customers’ transportation needs.

Meritor components are now becoming standard equipment on Vantage Trailers. These include suspensions, tire pressure inflation, and wheel-end components just to name a few. Says Todd Finney, president and COO of Vantage Trailers Inc., “Meritor’s long history of innovation in suspension and brake technology gives our customers the assurance that they are relying on world-class solutions in the areas of safety, performance, and running costs.”

Home Work Life Balance

.... turning the driver doesn’t make a nickel even though they are being forced to perform other labor-intense duties. Also, with the new government rules and regulations, downtime isn’t always done at home. When a driver is forced to take down time away from home, there must be some compensation. The entire pay structure of the industry is definitely in need of review and revision, especially in light of these new draconian rules and regulations that have had a negative effect on a driver’s income. Some of these necessary modifications may be negotiated with progressive employers. It’s not just about negotiating adequate, necessary home time; it’s also about negotiating adequate, necessary pay for all work performed, not just that time when the drivers is actually moving. If an employer isn’t willing to negotiate terms and conditions, then move on to one that will. About thirty years ago, the industry broke the union hold on the work force, reducing the unionized portion of the workforce down from virtually one hundred per cent to about ten per cent. Because there is almost no ability to collectively bargain within the industry, drivers must learn how to effectively negotiate their own employment contract. Do not just accept the employment contract set up by the employer. The employer needs your services and you need the employer. In the absence of collective bargaining, it is your responsibility to negotiate with your employer. If the employment contract doesn’t meet your needs, then negotiate a deal that will. Never just sign the employment contract without reading it and at the very least, take that employment contract to a qualified lawyer to ensure it meets your needs. Employment is a two way street, especially when the driver has to sacrifice so much of his/her personal life. Cellutrak Canada now has a complete new line of products, which are adapted for fleet use. The products use both GPS & GSM networks to gather, transmit, and store vehicle information and location data. ‘Control’ and ‘iTrailer’ are two products that can provide better communication and track and recover trailer and container assets. Both of these are easy to install and the user interface is easy to navigate.

Bridgestone has recently announced the new Greatec M845 wide-base and M860A high-scrub for heavy duty urban use. These new tires are designed for more stop and go driving, oil and chemical residue, potholes, and cracked pavement – all which are more prevalent in city driving. The M860A is specifically designed for refuse, high scrub and short haul applications. Technology includes a special compound that improves wear performance and lifespan while the wider belt increases retreadability.

In 2015, Mack Trucks will begin production on their dimethyl ether (DME) powered Mack Pinnacle Axle Back models. This non-toxic and clean burning alternate fuel produces no soot, which eliminates the need for a diesel particulate filter. On another plus, DME offers the same performance and energy efficiency as diesel, yet can be made from North America’s vast supply of natural gas supply, food waste and animal waste, grass clippings and other sustainable sources.

Gamber-Johnson recently announced two new Vehicle Docking Stations for the Panasonic Toughpad FZ-G1 and JT-B1 tablets. This ISO 9001:2008 certified manufacturer of rugged docking stations said that these new products are designed with driver safety, vehicle ergonomics and quality in mind. JULY / AUGUST 2013

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New

Hours

of Service - Mike Howe

The

United States’ new Hours of Service (HOS) rules for truck drivers go into full effect on July 1, 2013, and there are very real implications for drivers on both sides of the border. Originally published as a rule in December 2011, the effective final date of the HOS rule was February 27, 2012, with the compliance date of July 1, 2013. Most carriers PROVISION

not trained should have taken it upon themselves to become familiar with the new rules. Familiar or not, compliance with the rules is mandatory and non-negotiable. The US DOT’s Federal Motor Carrier Safety Administration (FMCSA) has developed a good comparison of the changes in the rule on their web site. From that site, the summary of changes is in the table:

PRIOR RULE

FINAL RULE - COMPLIANCE DATE JULY 1, 2013

Limitations on minimum “ 34-hour restarts”

None

(1) Must include two periods from 1 a.m. to 5 a.m., home terminal time. (2) May only be used once per week, 168 hours, measured from the beginning of the previous restart.

Rest breaks

None except as limited by other rule provisions.

May drive only if 8 hours or less have passed since end of driver’s last off-duty or sleeper berth period of at least 30 minutes. [49 CFR 397.5 mandatory “in attendance” time for hazardous materials may be included in break if no other duties performed]

PROVISION

PRIOR RULE

On-duty time

Includes any time in CMV except sleeper berth.

Penalties

“Egregious” hours-of-service violations not spe- Driving (or allowing a driver to drive) more than 3 hours cifically defined. beyond the driving-time limit may be considered an “egregious” violation and subject to the maximum civil penalties. Also applies to passenger-carrying drivers.

Oilfield exemption

“Waiting time” for certain drivers at oilfields (which is off-duty but does extend 14-hour duty period) must be recorded and available to FMCSA, but no method or details are specified for the recordkeeping.

have, at this point, should have trained their drivers on the new rules and those drivers 10

FINAL RULE - COMPLIANCE DATE FEBRUARY 27, 2012 Does not include any time resting in a parked vehicle (also applies to passenger carrying drivers). In a moving property-carrying CMV, does not include up to 2 hours in passenger seat immediately before or after 8 consecutive hours in sleeper berth.

“Waiting time” for certain drivers at oilfields must be shown on logbook or electronic equivalent as off duty and identified by annotations in “remarks” or a separate line added to “grid.”

The question then becomes “what are the impacts of the new HOS rules on the

industry?” Chett Winchell, President of C.W. Enterprises (an independent regulatory compliance firm in Denver, Colorado, www.YourComplianceCenter.com) suggests there will be a significant impact on drivers. “Productivity is about to be hit hard with implementation of new Hours Of Service (HOS) rule coming into effect July 1, 2013,” says Winchell. “The United States will still maintain the 60 hours in seven days, or 70 hours in eight days rule. Freight carriers will have new rules to implement...the major one is requiring drivers to a mandatory 30 minute break after 8 hours of continuous driving.” Interestingly, Winchell points out that the daily hours will remain the same - a maximum of eleven hours driving in a 24-hour period and a maximum of fourteen hours a day on duty. “The time clock starts for the day when the driver initially comes on duty and ends fourteen hours later regardless of what is going on,” says Winchell. The new restart requirement of the HOS rule will likely have a significant impact on how drivers do their job too. “Additionally, the 34-hour restart may be used only once in a seven day period and there must be two off duty periods from 1:00 am to 5:00am included in the 34-hours,” says Winchell. “This new restart requirement will in my opinion greatly kill an unexpected layover due to lack of freight or a repair issue due to the probable occurrence happening after a driver takes a weekly restart.” Unfortunately, the US and Canada are not totally in sync with HOS regulations, thus complicating the situation even further for those drivers that operate in both countries. A few of the key comparisons.... JULY / AUGUST 2013

New Hours of Service

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New Hours of Service

...include: - Driving time in the US includes 11 hours after 10 hours off; in Canada it is 13 hours per day after 8 hours off; - On-Duty time in the US disallows driving after 14 consecutive hours; in Canada there is not driving after 14 on-duty hours per day;

tions and how they might apply. The challenge is making them work in an efficient manner. Given the lesser driving hours in the US compared to that of Canada, a driver that consistently traverses the border might be best off to simply synch their operation with US regulations. Doing so should maintain compliance with Canadian

HOURS-OF-SERVICE RULES Property-Carrying CMV Drivers (Valid Until July 1, 2013)

Passenger-Carrying CMV Drivers

11-Hour Driving Limit 10-Hour Driving Limit May drive a maximum of 11 hours after 10 consecutive hours May drive a maximum of 10 hours after 8 consecutive hours off duty. off duty. 14-Hour Limit May not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Off-duty time does not extend the 14-hour period.

15-Hour On-Duty Limit May not drive after having been on duty for 15 hours, following 8 consecutive hours off duty. Off-duty time is not included in the 15-hour period.

Rest Breaks 60/70-Hour On-Duty Limit May drive only if 8 hours or less have passed since end of May not drive after 60/70 hours on duty in 7/8 consecutive driver’s last off-duty or sleeper berth period of at least 30 days. minutes. [49 CFR 397.5 mandatory “in attendance” time may be included in break if no other duties performed] 60/70-Hour On-Duty Limit May not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty. Must include two periods from 1 a.m. to 5 a.m. home terminal time, and may only be used once per week, or 168 hours, measured from the beginning of the previous restart.

Sleeper Berth Provision Drivers using a sleeper berth must take at least 8 hours in the sleeper berth, and may split the sleeper berth time into two periods provided neither is less than 2 hours.

Sleeper Berth Provision Drivers using the sleeper berth provision must take at least 8 consecutive hours in the sleeper berth, plus a separate 2 consecutive hours either in the sleeper berth, off duty, or any combination of the two.

- Off-duty time in the US requires 10 consecutive hours, with a 30 minute break required after the 8th consecutive work hour; Canada requires 8 hours before driving and 10 hours per day (24 consecutive hours within the past 14 days); - In the US, no driving is allowed after 14 consecutive work hours; in Canada no driving is allowed after 16 consecutive work hours; - And for the driver reset, in the US there is a 34-hour restart that must include two consecutive periods 1:00am to 5:00am with restrictions; in Canada the reset is 36 hours for Cycle 1, 72 hours for Cycle 2, with restrictions There are additional comparisons that can be made, but those are the key ones. The important thing is for drivers and carriers to fully understand the different regula12

regulations as well. Either way, any driver crossing the border must comply with the regulations of each country. With the new US rules one of the biggest challenges is adjusting to a new working hours, rest periods, and resets. “Drivers who work more than 70 hours are probably non-union and both drive and load. The rules limit workers to 70 hours maximum in an eight day period. The exemption to this, both daily and weekly is this, if you are not driving, i.e. loading, general work not driving - you may work as long as needed. Before drivers return to a driving position, they must have 10 consecutive hours off duty. That will reset the daily clock,” says Winchell. If we are completely honest about the new rules, the industry as a whole can expect a significant impact initially, and....

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limited

New Hours of Service

...many drivers will likely suffer as a result of lack of knowledge and training. “Violations will be rampant when enforcement begins due to misunderstanding of the rules by drivers, dispatchers and company management,” suggests Winchell. “In the case for independent Owner Operators, all three categories will fall on their shoulders. Unfortunately, this will affect MVR histories and may be detrimental for some single operators, small fleets and company drivers.” It remains to be seen whether or not the new HOS regulations will have a significant impact on safety, but FMCSA’s studies have shown that greater rest will lead to greater safety. Rest is really what these new rules are about. Violations of the new HOS rules will negatively impact Compliance, Safety, and Accountability (CSA) scores, so there has been a push by carriers to train their drivers in the rules. However, as Winchell suggests, there will be a steep learning curve after July 1. It is unlikely the new HOS rules will be left untouched and tweaks will need to be made – these tweaks will come after feedback from drivers and carriers is heard and new safety data is accumulated. Another interesting twist with regard to HOS regulations is how they affect hiring and recruitment to the industry. In reality, the same number of individuals interested in becoming drivers will likely not change. Could the new rules frustrate some drivers who are nearing retirement, and perhaps push them to an earlier than planned retirement? It seems that is a possibility, but probably won’t have a significant impact. What the rules could do, however, is create an increased demand for drivers. With the new rest and restart requirements it will take more drivers to move the same amount of freight in the same amount of time the industry does now. Is this necessary? Perhaps it is. Can carriers afford to hire more drivers just to compensate for increased regulatory requirements without a corresponding increase in freight availability? There’s also a concern about how the new regulations will affect team drivers. For some, including Winchell, there is an assumption the new rules will have a detrimental impact on team driving. “Sometimes change is good, but I believe that some of the old school mentality is a great baseline in understanding how to correctly log, knowing the hours available and where you stand in general as far as HOS goes,” says Winchell. “Unfortunately, I believe that this new regulation coming July 1 is going to absolutely put the hurt on team drivers. The truck is going to sit about four hours a day. With the old school way of 5 on, 5 off, you could run forever!” The evolution of HOS regulations in the US and Canada leads many to believe the two countries need to synchronize their rules. The same drivers are running on both sides of the border and have to comply with two sets of rules. There are also indications that Electronic On Board Recorders (EOBR’s) will ultimately be part of the required landscape, leading to concerns about driver harassment. HOS regulations have far reaching implications on more than just when drivers need to rest. Regulations impact the bottom line, and the new HOS regulations in the US are no different. July 1, 2013, is the important date to know, so hopefully you are ready and up to speed on the nuances of the new Hours of Service regulations. 14

New HoS to Cost Industry $189M a Year Since 2003, when the current FMCSA Hours of Service rules began, there has been sustained debate over the economic impact these types of regulations have. On July 1, the rules in the U.S. change yet again. Changes to the existing HOS provisions include: the use of the restart being limited to one time per week (or once every 168 hours from the prior restart); and a valid 34-hour off duty restart period must include two rest periods from 1 a.m. to 5 a.m. Because HoS regulations impact the hours any given driver can work, it directly affects drivers’ earning potential and how carriers operate their businesses and manage drivers. FMCSA assesses the impacts of the restart provisions by saying the changes will only affect a relatively small portion of the trucking population (estimated 15% with the most demanding schedules), with a net benefit of $205 million ($133 million attributed to the restart) annually. However, according to a recent study conducted by the American Transport Research Institute (ATRI) this assessment is out of touch with reality and based on flawed research and analysis. When looking at the data, the ARTI has found: The 15% of drivers with the ‘most extreme schedules’ referenced by the FMCSA is “practically nonexistent according to data representing normal industry operating patterns” and “many drivers in the remaining 85% will not be shielded from these reforms and will in fact experience productivity losses resulting from the new restart provisions.” In the opinion of ARTI, FMCSA greatly overestimated the benefits and underestimated the costs. ATRI instead found the estimated cost to the industry to be over $95 billion, not counting reasonable productivity costs for lost time. When the ARTI calculated this, the results were productivity costs are over $189 million with a 15 minute loss and over $375 million with a 30 minute loss. In essence, the conservative estimate of 15 minutes per week lost by the average driver compared to the net benefit conclusions by FMCSA (ARTI -$189 million vs. FMCSA + $133 million) there is a discrepancy in industry effect of $322 million per year. Leaving aside the effect the new HOS provisions will have on Canadian carriers operating in the United States, ARTI’s report shows how even modest mandated changes in drivers schedules can have a tremendous impact on their operational flexibility as well as manifest in incalculable ways such as added pressure and stress on drivers. JULY / AUGUST 2013

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ijnHW krky Enr-Aprtyr sPl jW AsPl huMdy hn

kYrIAr jW gwhk nwL irSqw ie`k mh`qv pUrn kwrn hY ijs nwL qusIN sPl jW AsPl ho skdy ho pr quhwfI kwmXwbI ‘c quhwfy Awpxy Xug o dwn nUM vI AxgoiO lAw nhIN jw skdw[ bhuq vwrI keI Enr- Awprytr Awp hI Awpxy duSmx bx bihMdy hn[keI vwr auh ies qrHW dy kMm kr jWdy hn jdoN ik auh Awpxy ibzns dI vI pRvwh nhIN krdy[ijvyN ik swl Br dI AOsq nUM nkwr ky vDIAw smyN nUM mu`K r`K ky bjt bxwauxw[ jW kYrIAr ieh vyK ky bdl lYNdy hn ik auh vDyry smW Gr nyVy rihx ibnw ieh socy smJy ik fRweIvyA ‘c hr rwq tR`k KVHw krky auh swry Krcy pUry nhIN kr skdy[ Enr - Awprytr dw qjrbw r`Kx vwLy AYfn, imnIsotw dy ie`k Coty PlIt dy mwlk, ijs nUM qjrbw hY aunHW ivAkqIAW dw ijhVy ivSwl p`Dr ‘qy nhIN socdy, hyT ilKy 5 nukqy d`sdw hY ijnNHW nwl nukswn huMdw hY: 1. ieh soc lYxw ik nvyN tr`k dI vwrMtI kwrn myntInYNs ‘qy ku`J vI nhIN l`gygw[ 2. ies g`l nUM p`kI smJ bYTxw ik v`fI hwrspwvr vwlw tr`k jy G`t Bwr FoNdw hY qW tr`k dI pRqI gYln mweIlyj aus tr`k nwloN v`D rhygI ijs dI hwrspwvr G`t hY Aqy ieh ik tr`k swrw swl ie`ko ijhI AOsq dyvygw Bwr G`t hovy jW v`D[ 3. jdoN nvW nvW kMm nvW SurU kIqw hY dUijAW fRweIvrW dIAW Awmdn dIAW stytmYNtW vyK ky ieh AMdwzw lw lYxw ik ausdI Awmdn l`g Bg izAwdw nhIN qW ieMnI zrUr hovygI Aqy ausdy kMm dy hwlwq vI aus vrgy hI hoxgy[ 4. ieh p`kw smJ lYxw ik jo quhwnUM kMm dyx vwlw mwlk kMm dyx smyN kihMdw hY auh swrI ijMmyvwrI kMm ‘c Swml hY Aqy jo qusIN khogy auh vI mMn lvygw[ 5. ieh smJ lYxw ik ieh kMm sdw hI rhygw Aqy ies dIAw lwgqW Aqy Awmdn iesy qrHW rhygI[ lgdw qW ku`J ieh snkI ijhw hY pr aus dI ieh rwey keI kysW ‘c kuJ ku smyN leI TIk vI huMdI hY[AwSwvwdI hoxw ienswnI Kwsw hY[pr vpwr krn vwly nUM kyvl Fu`kvyN PYsly lYxy pYNdy hn[ieh BwvyN v`fy PlIt vwlw hovy jW iek`ly iekihry tr`k dw mwlk hovy, auh hI krnw pvygw ijhVw ies vpwr leI sB qoN vDIAw hY[cMgy PYsly lYx dw vl qW hI AwauNdw hY jy pUrw igAwn hovy Aqy pUrI jwxkwrI imly[ iehI kwrn hY ik sB qoN v`fI Aqy Awm glqI jo hMFy hoey Aqy nvyN Enr- Awprytr krdy hn auh ieh hY ik auh JULY / AUGUST 2013

bhuqI pu`C ig`C nhIN krdy[ies dy nwL juVdI g`l ieh vI hY ik auh sMswr nUM rMgIn AYnk rwhIN hI vyKdy hn[ ie`k Enr Awprytr nUM KuShwl hox leI sB qoN v`D zrUrI ieh pMj nukqy hn: 1. ieh smJ lE Aqy mMn lE ik lok quhwnUM aus kMm leI pYsy dyxgy ijhVw qusIN krogy[ hW jy qusIN vwDU kMm krn leI iqAwr ho Aqy hor izAwdw ijMmyvwrI inBwA skdy ho qW qusIN kmweI vI v`D krogy[ koeI vI ivAkqI kyvl hu`k lw ky Aqy mwl frwp krn dy pRqI mIl 2.50 fwlr nhIN kmw skdw[ 2. lMby smyN dy sbMD bxwaux dw Xqn kro[ie`k idn ie`k kYrIAr Aqy dUjy idn iksy hor kYrIAr nwl bdlx vwlw kyvl Krcy hI vDwauNdw hY[ ie`k QW qoN dUjI QW jwx dw kwrn vI ieh hI huMdw hY ik qusIN Awx vwLy smyN sbMDI pUrI Koj nhIN kIqI[ryt, lwgq, gwhk, syPtI irkwrf, AwpsI sbMD ieh swrIAW g`lW dw quhwfy kMm kwj ‘qy Asr pYNdw hY[kMm sbMDI ilKqI hW krn qoN pihlW ieh jwx lE ik quhwnUM kI imlygw Aijhw nw hovy ik qusIN 3 mhIny bwAd hI borI ibsqr smyt nvyN QW kMm SurU kr idE[ 3. ijs ibzns ‘c jw rhy ho aus dI ArQ ivvsQw Aqy ibjns sYktr qoN cMgI qrW jwxU hovo[hyTW vl jw rhy sYktr ‘c jwx qoN bco[aunHW kYrIArz dI Bwl kro ijhVy vD Pul rhI iMeMfstrI leI kMm krdy hn Aqy ijnHW dy gwhkW Aqy Awpxy fRweIvrW nwL cMgy sbMD hn[ hweI trn Evr kYrIArz nwL lMby smyN dy sbMD nhIN bxdy[ 4. AwpxI Awmdn dI Aws AslIAq dy p`Dr q`k hI r`Ko Aqy Awpxy bjt nUM mMdvwVy Anuswr bxwE[ Awpxy KricAW pRqI sucyq rho Aqy cwdr vyK ky hI pYr pswro[ieh Kws qOr ‘qy audoN lwgU huMdw hY jdoN qusIN Awpxy tR`k dI cox krdy ho[ Kws g`l ieh hY ik hr ie`k g`l ‘c pYnI pYnI dw srPw kro Aqy ies nUM ieh smJ ky clwE ik myrw jIvn ies ‘qy hI inrBr krdw hY[ 5. ies g`l nUM kdy nw Bu`lxw ik tR`ikMg ie`k ibjns hY Aqy tr`k qW kyvl iek swDn hY[Ku`lHIAW sVkW ‘qy ie`k ilSkdyy tr`k ‘qy c`lxw qW bhuq vDIAw lgdw hY[ bhuq swry kwmXwb Enr AwprytrW ny qW bhuq ku`J pRwpq kr ilAw hY pr keI swl sKq Aqy qyz qrwr imhnq hI ieh rMg ilAweI hY[ ibjns ‘c kwmXwbI swfw h`k nhIN[ ieh qW vDIAw FMg nwl bxweI geI ibjns plYn dw ienwm hY[ 15

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

Understanding your

Transmission… 50

years ago in 1963, Eaton introduced the Fuller Roadranger transmission with a unique air operated range shift and twincountershaft concept. Roadranger transmissions provided a tremendous increase in torque capacity while allowing Eaton’s engineers to utilize thinner, lighter gears and the ability to package more ratios into a much shorter case. It also allowed the mainshaft gears to float on their teeth between adjacent countershaft gears thus eliminating one bearing for each mainshaft gear. By the 1970’s Eaton dominated the North American commercial transport industry and continues to do so today. Imitators began using the twin-countershaft concept, even expanding it to triple countershafts, once the original patent expired. Earlier single countershaft design transmissions could only be driven 500,000 - 800,000 kilometers before they needed to be rebuilt. These days with twin-countershafts, stronger metals, synthetic oils and multi mesh gearing,

Fuller transmissions can be driven 1.5 – 2 million kilometers before rebuilding is necessary. The flow of torque through a Fuller 10, 13, 15 or 18 speed transmission starts at the input shaft. The torque is received from the engine and transferred through the main drive gear which depending on the gear selected, transfers the torque directly into the mainshaft or through the counter shafts before transferring the torque back into the mainshaft. The front section of the transmission contains the gears that are controlled by moving the gear shift lever. Then, by shifting the appropriate air operated sliding clutches in the auxiliary section and depending on the model of transmission, the torque travels from the front section through the mainshaft or the auxiliary drive gear into the auxiliary section. The auxiliary section, often referred to as the back section, contains the range and the splitter gears which are selected by switching the buttons on the shift knob located on the gear shift lever. Finally the output shaft transfers the torque out

We use Genuine Transmission & Differential Parts

• Transmissions • Differentials • Driveshafts • Flywheels • Clutches

of the transmission and into the attached drive shaft. The transmission through the use of sliding clutches, main shaft gears and countershaft gears allows a professional driver to select the appropriate gear ratio. This allows the driver to control the engine RPM and the torque that is required to provide the driveline with enough energy to move a load. Some common failures in a Roadranger transmission are; synchronizer grinding, worn sliding clutches and shift forks, bearing failures, twisted shafts, lubrication failures and broken gear teeth. Most failures fall into two categories, driver error and general ware failures. An example of a driver error failure would be worn sliding clutches and shift forks. When a transmission is dismantled the rebuilder can determine whether the driver incorporated correct shifting techniques or not. On the other hand, bearing failures are not usually attributed to driver error and are usually caused by lubrication issues or general wear from use.

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35 swl dw qjrbw

1-888-686-4327 | 604-533-4651 | www.coastlinetrans.com 16

JULY / AUGUST 2013

Trucking with

By: PASH BRAR

Preparing For Financing in Advance iv`qI auDwr leI AgwaUN iqAwrI

tr`k,

efore anyone goes shopping for a truck, trailer or car there are few things to consider. Not many have the cash on hand to pay for their upcoming purchase, and most likely will be needing financing. It is best to be prepared in advance before you go shopping. Having all your documentation in order will help the finance company get you approved faster, and get you on the road quicker. Having incomplete or missing documentation can delay or end your quest for financing. I had a client who contacted me to finance his trailer. I asked for the financial statements for the company. He had opened the company in 2009 and had not filed a tax return and it was April 2013. Without the financial statements I could not help him. He came back two months later with very poorly done, rushed statements. The trailer he was looking at originally was long gone. If he had prepared in advance, this could have been avoided. Having a high credit score is going to help you get the best rate for your financing. If you know in advance you will be making a purchase, there are a few things you can do to help improve your credit score. Firstly and obviously, make all your payments on time. Going to India for six months and not being around is not an excuse the lender will be accepting. You must pay your bills on time regardless of where you are. Make your mortgage and car installments on time as well as credit card payments. Paying off lines of credit and credit card debt will also help you improve your credit score. Carrying a balance for too long will bring your score down. Have a good sized down payment ready. I’ve had drivers borrow down payments from friends and family on the day they have to sign because they didn’t have it ....... . 18

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JULY / AUGUST 2013

Preparing for financing in Advance

...... Have the money sitting in your bank account ready. It’s not a surprise that money has to be put down. I would aim for about 20-25% down even if intending to put down 10%. This gives room for any unexpected fees, inspections, appraisals and security deposits which may be needed. How can you make a purchase if you have no money? If you are borrowing money from friends or relatives, borrow it well in advance. Not when the deal is about to be closed. It puts too much pressure on your family if done at the last minute. If you have put money down to hold a deal, it could be lost if you take too long to gather your information or gather money from family. Watch your spending. Six months bank statements are often requested to show your ability to save money and spending habits. Be aware of this and make sure you are not bouncing cheques and making irresponsible purchases. Having done foreclosures and repossessing vehicles in the past, I would always look through the customers bank statements. If I saw something I didn’t like, it would often help me decide to do a foreclosure at only a few days past due. Your spending habits say a lot. I always ask for a copy of your driver’s license. I verify you are a class 1 driver, I check your address, and to see the spelling of your legal name. Delays can occur if your legal name is spelled incorrectly on documentation. All paperwork must be done over again if there is an error. So I get a copy of the driver’s license first. I always ask for two years tax assessments if an owner operator, and two years financial statements if a company. This shows the income of a driver or the ability for a company to make its payments. If going from a company driver to an owner operator, I find a job letter stating how much the driver will make as a new owner operator will help the application. If an owner operator owns a home, I will always ask copies of the mortgage papers. A driver who has a home shows they are stable, responsible, have the ability to save money, and can make payments on time. Those without a home can still be financed, but may have more difficulty being approved. I have ways to get around it and will always help those customers. Many financing companies will not finance a driver with less than two years of driving experience. Some may request 20

more experience. With little experience, they are often declined. Some financers don’t want to finance a driver’s first truck either. They will only look at a second truck or beyond. So waiting and gaining experience may be a good idea for newer drivers. Always good to ask your lender first if they have a minimum requirement. A properly filled out and signed application is needed to show net worth and to pull the credit of the individual being financed. It shows your assets and liabilities. I find drivers are often confused by the application, so I will fill it in with them in person. If the driver has any issues, like needing a co-signor, I will know when I take the application and tell them the problem at the beginning. It’s better to tell you early how to fix the problem proactively, then to send the deal off to get declined. Once your paperwork is in order, go shopping knowing you are ready. To complete a deal a Bill of sale and specifications are needed, and any warranty information. Keep in mind if buying used, no one wants to finance an inferior piece of equipment. The quality and price will be looked at. If something is priced too high, a financer that knows what they’re doing will finance only the actual value of the equipment. If you want to pay more than the value you can, but it comes out of your own pocket, and not the financers. I had a client paying $12,000 too much for equipment. With pressure from me he got the price lowered and we financed the real value of the equipment. It was in the driver’s best interest and saved him $12,000. A good financer will help the driver get a great deal, and a great piece which is appropriate for their needs. I would recommend if you know you are making a major equipment purchase down the road, to start preparing for it about six months in advance. Start by paying off as much debt as possible, and making sure your paperwork is in order. If you have made a major purchase within six months such as a house, it could affect your ability to get financed. Make sure to spread your major purchases out over time and also don’t jump from job to job too soon. Stay a year or more at one company. - 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.

AYrofienwimks Aqy iPaUl AYPISYsI iv`c nvI sPlqw

bhuq hI qjrbykwr AYrospys Aqy ryisMg lIfrz ny ies qknwlojI nMU sVkwW qy dOV rhy klws 8 tr`k/ trylrz nMU fIzweIn tYs`itMg Aqy auqpwdn leI s&lqw pUrvk vriqAw hY[ ie`k glq Brm pwilAw jWdw hY ik ‘trylr sweIf skrt’ Aqy ‘AMfr try isstm’ ie`k hI pRwpqI krdy hn[ Asl iv`c sweIt skrts eyAr Plo nMU trylr AYkslz nwl tkrwaux qo rokdy hn jd ik AMfr try isstm hvw nUM iK`c ky trylr ip`Co lo prYSr iv`c rIfwierYkt krdw hY[ is`ty v`jo iPaUl dI b`cq iv`c kwPI vwDw hMudw hY[ smwrt tr`k AYrospys ieMjnIArz ny ies AMfr try isstm iv`c suDwr krky sVkw qy c`l rhy klws 8 tr`ks dI frYg frwmYtyklI Gtw ky iPaUl APISYNsI iv`c vwDw kIqw hY[ lyt 2009 iv`c Koj Aqy fIvYlpmYNt Suru krky prototweIp dI 2011 iv`c pUrI qrW kmrSIAl profksn SurU ho geI sI[ ieh iPaUl bc`q vwlI Aqy CARB dy mwp dMfw qy KrI auqrn vwlI “AYrofwienwimk silaUSn” EPA smwrt vy Aqy eyAr rIsorsz borf duAwrw AYprUvf Aqy srtIPweIf hY[ smwrt tr`ks trylr AMfr try isstm quhwfI AYrofwienwimk purizAw bwry soc bdl dyvygw[ ieh frYs iv`c 10 qo 15 pRqISq Aqy iPaUl iv`c 5 qo 8 pRqISq bc`q krdw hY[smwrt tr`k dy PwaUNfr Aqy sI.eI.a. mweIk hYNfrsn nUM imks Aqy eyAr krwPt fIvYlpmYNt prwjYkts dw qjrbw hY[ ausny 32 swl boieMg iv`c suprsoink eyArkrwPt pRgrwm dy jnrl mYnyjr v`jo ibqwey hn[ hux iehI qknwlojI grwaUNf vhIklz ijvy nYskwr, ieMfIkwr Aqy Porf Awid iv`c Aqy klws trylrz iv`c vrqI jw rhI hY[ 2011 iv`c smwrt ny Awpxy knyfw dy ie`ko ie`k ifstrIbXUtr nwl ih`sydwrI kr leI[ smwrt tr`k knyfw dw dyS iv`c ie`k SkqI fIlr nY`t vrk hY[ auqpwdn lgwqwr vD irhw hY Aqy ieh ip`Cly swl nwlo 4 guxw hY[ smwrt tr`k AMfr try isstm hMFxswr hY, AswnI nwl lgwieAw jw skdw hY AQy prPwrmYNs bhuq vDIAw hY[ JULY / AUGUST 2013

Canada’s Newest

Two

highly experienced aerospace and racing leaders applied the best aerospace and racing technology to the design, testing, and manufacture of effective aerodynamics improvements for Class 8 over the road Truck/Trailers. A misconception of the Trailer Side Skirt and the UnderTray System is that they accomplish the exact same thing. However the side skirts prevent air flow from hitting the trailer axles while the UnderTray system harnesses the air and redirects it into the low pressure trailer wake, resulting in significant improvement of fuel efficiencies. SmartTruck aerospace engineers perfected our UnderTray Systems to dramatically reduce drag and improve fuel efficiency for Class 8 over the road trucks. After the research and development start up in late 2009 the prototype was in full commercial production in 2011. This fuel savings and CARB compliant Aerodynamic Solution is approved and certified by EPA SmartWay and the Air Resources Board. SmartTruck’s Trailer UnderTray System will change the way you think of trailer aerodynamic components. This profitable, rugged, and maintenance free system performs by injecting high energy airflow into the wake from both above and below the trailer, providing greater airflow over and around your tires and break systems resulting in cooler temperatures. The result is an estimated 10-15% reduction in drag, and up to an approximate 5-8% improvement in fuel mileage. SmartTruck’s Founder and CEO, Mike Henderson, has 44 years in aerodynamics and aircraft development projects; he spent 32 years at Boeing as General Manager of Boeing’s Supersonic Aircraft Program; Mikes departure lead him too AERION Corp. whom is about to launch the first commercially successful supersonic business jet. Now successfully translated aerodynamics as it is used in aerospace into practical use in ground vehicles to include NASCAR, Indy Car, and The Ford high mileage vehicle program and Class 8 Trailers. Smart Truck COO, Steve Wulff, brings over 25 years experience of high end technology development and application through the Indy Car racing team. In 2011 SmartTruck partnered up with their exclusive Canadian distributor SmartTruck Canada. SmartTruck Canada has a strong dealer network, support which is continuing to grow. Production is on the rise and is presently 4 times greater than last year, allowing us to meet current industry demands. The SmartTruck underTray system is designed for durability in service, very quick installation, and superior aerodynamic performance using aerospace and high end racing quality computational design methods.

Industry Success

in Aerodynamics & Fuel Efficiency

JULY / AUGUST 2013

CARGO CLAIMS ie`k

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- Ken Davey

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Cargo Claims

a driver, you are expected to not damage, and even protect your cargo. Most carriers have trained their drivers to secure cargo properly, operate special equipment, like reefers and heaters and how to properly sign bills of lading. However, if you haul enough freight enough miles, something is going to get broken. Either you or you and your company may be held responsible. Over the years a large body of legal precedence and statute law has been established around the carriage of goods. Legal presidents are laws that are created when judges decide cases. Statute law is Law created by legislators. When companies want to be very specific they enter into a contract and agree to what law is to be enforced . claims involve a 3 types of law. Here is some interesting background for drivers on how liability for claims is determined. In both Canada and the USA, the claimant is not required to prove the carrier was negligent- that is- actually did something wrong. The fact the goods are damaged is all the evidence needed to make the trucker responsible. The rules are slightly different in Canada and the USA with the main difference that in Canada, a truckers’ liability is a little more limited. If the shipment crosses the border, it may take a team of lawyers to determine if domestic Canadian law can apply. Typically USA law applies regardless of the direction of the goods or where the owner of the goods resides. In Canada, most provinces regulate “conditions of carriage” based on a national standard approved in the 70’s. You can come across them, usually printed on the back of a Bill of Lading. They set out how claims are handled when more that one carrier is involved. They also hold the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent. There are few exceptions. Uniquely in Canada, liability is limited. The value of any lost or damaged goods is limited to the lesser of $2.00 per pound (4.41 per kg) computed on the weight of the shipment or the commercial value at the time and place of shipping. Of course, the shipper can declare a value that exceed the 2.00 per pound limit, and the carrier can make additional charges for assuming this additional risk. Still no carrier is bound to carry articles of extraordinary value, and if the value is not disclosed, the applied valuation is at 2.00 per pound. In Canada used or uncrated cargo can move at the “owner’s risk of damage”. A driver should make sure to make this notation on the bill of lading that used or uncrated goods are moving When goods are moving at owners risk, the risk only covers risks incidental to the transport, like for example if a knob or handle broke off of a small machine. The carrier is still liable for any losses caused by negligence, for example a roll over or fire that destroys the small machine. In the USA Cargo claims are administered as per the Carmack Amendment to the interstate commerce act. It is found in Title 49 of the United States Code. The Carmack Amendment holds the carrier liable for damages to the goods it transported, without proof of negligence, unless it can prove it was not negligent and/or that one of the basic exceptions applies. Unlike Canada, there is no statutory limit to the value of cargo under the Carmack amendment so any limit on the trucker’s liability would have to be specifically stated in a contract. Further, instead of valuing product at time and place JULY / AUGUST 2013

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Cargo Claims

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of shipping like in Canada, the Carmack amendment does not specifically say how value is determined. From my experience and from what I have read about court cases the value of the goods is usually interpreted to be the difference between the market value of the property in which it should have arrived at the destination, less the market value of the goods in the actual condition in which it arrives. The 5 basic exceptions to trucker’s liability are: 1. An act of God 2. An inherent nature or vice of the goods 3. An act of the shipper 4. An act of the public enemy 5. The authority of law These same basic protections, with slightly different wording, are present in the Canadian, Conditions of Carriage. With small differences the rest of what follows applies to both countries. Drivers must be very diligent when they sign for cargo at both the pickup and the delivery because liability for the for cargo is assumed to be the carrier. In order to claim for cargo damages, all a company has to do is show the good were in good condition when given to the carrier and that they were is a bad condition when given to the consignee. Then, they have to document the amount of loss. In the event of nondelivery, the loss is total. Therefore, what you write on a bill of lading at pick-up or delivery is crucial. Let’s say you have a shipment of boxed carbon. Some of the boxes contain diamonds, some of them contain coal. If you make a delivery, and the consignee marks 2 boxes damaged without noting, a model number or a description of exactly which 2 boxes were damaged, your company could pay for damaged diamonds when coal was actually damaged. For the same reasons notations like “Shippers load and count”, “sealed load “ and “said to contain” are very important. Exact piece counts and cargo temperature records are also very important. Your company only has 3 choices when dealing with a cargo claim. They can pay the full value of the cargo claim or deny liability based on one of the five exceptions or pay a limited amount based on, in Canada 2.oo per lb or in the USA a contracted limit. Lastly, it is hard to think of this kind of legislation as protecting truckers, but that is what it does. A contract can overrule any provisions of the Carmack Amendment or the conditions of carriage. Contract language, for example, can be used to incorporate conditions or to waive any rights or responsibilities outlined under Carmack. The waiver must be in writing, and if waived, parties are left to the terms of the contract rather than established law. Consequently, whenever something is added by a shipper to a bill of lading or a separate contract is necessary to govern the relationship between the shipper and carrier, like for example a brokerage agreement, it typically removes a protection of the carrier. For example, by Statue law, a trucker is not required to deliver a shipment in any specific time frame other than Due Dispatch. However as soon as someone puts on a bill of lading, “must deliver by” then the “deliver by time” becomes a term of the contract and the trucker may have to pay a claim because they deliver late. JULY / AUGUST 2013

biggest struggles

maintaining Truck Driver Health on the Road

When

you decide to pursue life on the road, sometimes it’s easy to overlook the almost-guaranteed struggles you’ll face in terms of your health. We’d be lying if we said the truck driving lifestyle wasn’t unhealthy — it is. Long hours on the road being jostled around in the seat of a cab and being surrounded by unhealthy food make it more difficult to stay healthy than it is for the average American. But there are ways you can combat it and stay in good health on the road if you are dedicated. Today, I’m going to talk about some of the biggest truck driver health struggles on the road and what you can do to fight these struggles. Finding the time to exercise. By far the biggest struggle truck drivers face on the road is getting in adequate daily exercise. And let’s face it, this is a legitimate concern that’s difficult for even the most motivated of truck drivers. It just seems like there’s not enough time in the day. By the time you stop for the night, you’re so tired you can hardly motivate yourself to get moving. How to fight it: Remember that exercise does not have to be in one long chunk of time throughout the day — you can split a workout into two or three or even four smaller increments of time. You can work out during your 30 minute break. You can run a mile before you leave in the morning. The time is there, you just need to make the effort to schedule exercise into your daily routine. In fact, it’s a good idea to make a schedule every day. Write down exactly what times you’ll be doing everything and schedule some time in there for exercise. See this post for more details on finding the time to exercise on the road. Making meals in the truck. For those that want to eat healthy, a big hurdle they have to overcome is how to actually make meals in the truck. Sandwiches get boring after a few days, so you need to spice up your meals while still keeping them healthy. How to fight it: Invest in some travel cooking appliances to use in your truck. Various companies make 12 volt models, but keep in mind that these normally take a long time to heat and will not cook in the same quality that AC devices will. If you have an inverter in your truck, you can use regular kitchen appliances and thus will be able to make healthier meals. Our biggest

JULY / AUGUST 2013

suggestion is to pick up a slow cooker — possibilities are endless with these handy little appliances and you can make some delicious meals that ALSO happen to be healthy! Avoiding truck stop/fast food temptation. After driving all day, it can be difficult to avoid the call of the nearby McDonald’s or truck stop buffet. After all, you’ve just driven for 10 hours and you’re too tired to wait for something to cook. How to fight it: An easy way to combat this is to have something cooking while you’re driving so by the time you stop for the night, you have a hot meal. For example, when you take a break midway through the day, throw some ingredients in a slow cooker and set on high for a few hours. By the time you stop, you’ll have hot beef stew and you won’t even have to wait for it to cook since it simmered all day while you drove. Another option is to prepare some meals either in your truck or before you take off after hometime, freeze them, store them in a cooler/ mini fridge, and heat them up in your truck’s microwave after you stop for the day. Overeating/mindless snacking. With such an erratic schedule, it can be tempting to constantly be munching on something, even if it’s strictly out of boredom. A soda as you drive down the road, some potato chips while you wait to be unloaded, stuffing your face at the truck stop buffet after a day of stressful driving… these things can all add up and can tack on a significant amount of empty calories to your day. How to fight it: Switch that onthe-road soda to water. Try to avoid snacking unless you’re legitimately hungry – verbally ask yourself, “Am I really hungry or am I just bored?” and if you do need a little pick-me-up, make good decisions. Keep only healthy snacks in your truck like fruit, pretzels, string cheese, etc, and you won’t be tempted to chow down on those Doritos. You can’t be tempted by something that’s not there! Losing motivation to get/stay healthy. This is a common one as it’s easy to fall into a rut where you feel all alone and like no one is around to support you, or to tell you not to eat that, or to tell you to get off your butt and go for a walk. How to fix it: If you’re not getting support and motivation from friends and family, it’s always available from other drivers.

5 Tips to ensure your Drivers have Accessible Cash when on the Road

a truck driver’s life is anything, it’s mobile. it’s mobile. Whether you own one truck or a fleet of trucks, sending drivers out on long-haul runs with all the cash they need for their trips can put a real strain on cash flow. You’ll either provide them with more than they need and tie up too much cash, or not enough and leave them short and scrambling to find the funds to pay for fuel, scales, repairs and so on.

Tip #1: Utilize a Trucking Load Advance Like its name suggests, a trucking Load Advance is an alternative form of financing that provides your trucking business with up to 50% cash advance prior to delivering your load. Delivering loads for your customer is your bread and butter. But you can’t invoice that customer until you deliver your load. And, you can’t get paid until your customer receives their invoice. Often, it will be another 30 to 60 days, sometimes as much as 90 days, before your customer pays you and you have cash in hand. The problem is…you still have to pay for fuel, make payroll, keep your trucks maintained, pay for permits and the dozen other day-to-day expenses every trucking and freight company has…while waiting to be paid. A trucking Load Advance provides the much needed cash flow to cover your operating costs. Tip #2: Use Trucking Fuel Cards In addition to providing a secure and simple way for drivers to pay for fuel, repairs, scales, hotel rooms, receive cash and other necessities, fuel cards provide detailed information about spending activities and driver progress. Some of the benefits include: • 24/7 online access

• extensive security controls • ability to control where drivers stop • ability to set product, volume and dollar limits • reports that allow you to analyze purchase patterns • ability to calculate fuel taxes easily based on transaction data Tip #3: Don’t wait to the end of the month to invoice As soon as you’ve completed a job, invoice for it. Waiting until month-end may sometimes seem like less administrative work, but it creates a real bottleneck for cash flow. For example: Let’s say you have a customer with 30-day payment terms. If you finish a job on the 15th of the month and don’t invoice it until the 30th, you’ve actually given your customer 45 days to pay. If you’re an owner-operator and can’t get to invoicing because you’re on the road, hire someone to do it for you. The benefits will outweigh the expense. Tip #4: Have a solid plan for tracking and following up on receivables This is an area where many trucking business owners admit they fall down. Yet, it’s a key factor to healthy cash flow (and a healthy bottom line). If you’re one of those owners who thinks that reminding a customer about a late payment is

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being pushy, consider this. If you allow your customers to pay late without following up, you’re actually training them that it’s okay not to pay on time. Again, if it’s not your strong suit, get help to put your receivables in order and keep them that way. Tip #5: Consider factoring your invoices to improve cash flow Even with the best planning, there will be times when cash flow comes up short. If a traditional business loan or line of credit isn’t an option (or desirable), consider factoring your accounts receivable invoices to free up cash flow. As long as your trucking business deals with creditworthy customers, you can qualify for factoring. You’ll then have access to cash within 24 hours of issuing your invoice… while the factoring company waits to be paid. A great side benefit is that the factoring company takes care of the often tedious back office work of managing invoices and chasing after receivables. That’s especially helpful to smaller owneroperator truckers who spend a lot of time on the road and struggle with keeping up with unpaid invoices. Accutrac Capital specializes in factoring, fuel cards and load advances designed specifically for the trucking and transportation industry. For more information, contact Accutrac at www.AccutracCapital.ca.

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Details in Border

Infrastructure Investment Plan

Emerge

The

Canada Border Services Agency (CBSA) has released a list of "priority" Canada-US border crossings and proposed investment projects included in the binational Border Infrastructure Investment Plan (BIIP) the two nations announced last week under the Beyond the Border Action Plan. While short on actual commitments, the supplementary document released today also identifies infrastructure priorities, opportunities for improvements, and in some cases includes information on border projects either approved or in the planning phase to modernize the border. The seven priority crossings covered by the plan are: Lacolle, PQ – Champlain, NY; Lansdowne, ON – Alexandria Bay, NY (Thousand Islands Bridge); Queenston, ON – Lewiston, NY; Fort Erie, ON – Buffalo, NY (Peace Bridge); Sarnia, ON – Port Huron, Mich (Blue Water Bridge); Emerson, Man. – Pembina, ND; North Portal, Sask – Portal, ND. In addition to completed projects or those currently underway, planned or proposed infrastructure investments over the next five years as outlined by the document, include: • Expansion of CBSA commercial facility and possible expansion of commercial staging area and traffic lanes at North Portal; • At Sarnia-Port Huron, commercial cargo expansion to include inspection capacity on the US side; and in Canada plans include installation of 14 new PIL booth, construction of new CBSA secondary inspection, completion of truck exit roadway from commercial primary inspection lanes to Hwy 402 and construction of nearby multipurpose service centre for trucks; • At the Peace Bridge, commercial warehouse expansion and additional bay builds in Buffalo and bridge re-decking in Fort Erie; • At Queenston-Lewiston, US plaza

reconfiguration for construction of new main building, secondary processing and additional primary booths; and in Canada phase 3 of Canadian plaza reconstruction; • In Lansdowne, complete replacement and expansion of port of entry facilities, which could include traffic and routing improvements; • In Lacolle, expansion of secondary examination facility; modernization of CBSA facilities, expansion of enforcement area, plus building additional PILs and improved road configurations. This BIIP is expected to be an annual plan on border infrastructure investment, with future editions expected to cover all Canada-US border crossings. Projects to establish new border crossings may also be added to subsequent updates. The new International Trade Crossing (NITC) at the Windsor-Detroit border, for example, is a high Canadian priority but had not progressed sufficiently in the U.S. to be included in the initial BIIP priority projects at the time the list was published. (It has since received a presidential permit). In addition, the BIIP includes a discussion about how to improve small and remote crossings through initiatives such as rationalization of service hours, co-location of facilities, and use of remote inspection technology. Again, the document does not include specific commitments, but lays out a bilateral process involving research, evaluation of remote inspection technology, and feasibility studies on co-location. A public consultation process will be undertaken as part of this initiative on small and remote crossings. “To achieve an efficient border, it must be viewed as a system and improving border infrastructure is a key consideration,” noted Canadian Trucking Alliance CEO David Bradley. “This plan is evidence that the governments of Canada and the United States now have a process in place for jointly identifying priorities.” JULY / AUGUST 2013

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Tel: 604-854-8779 JULY / AUGUST 2013

Email: truckwest@shaw.ca / Website: truckwestcollision.com 35

quh`fy sv`l! sonIE` dy jv`b - Sonia Nanda

E Manifest / ACI Regardless of how often carriers cross the Canadian or US border with commercial goods, they require an electronic entry to the CBSA and CBP with a bar code, which is called E-Manifest. What is E-Manifest? The Canadian Border Services Agency (CBSA) and US Customs and Border Protection (CBP) are committed to delivering a reliable and efficient commercial border process to provide tangible benefits to the trade community. E-Manifest is a virtually paperless process that starts before shipments reach the border. The collection and risk assessment of advance commercial information, sent electronically to the CBSA and CBP, allow low-risk shipments to be identified prior to arrival and be processed in a more efficient manner upon arrival at the border.

What will happen if a carrier does not submit an E-Manifest? If a carrier is non-compliant to the mandatory E-manifest services, CBSA and CBP will issue monetary penalties. Drivers may also be turned back from the border. When does the carrier have to submit the shipment information with CBSA and CBP? Carriers have to submit the shipment information with CBSA or CBP before the arrive at the border. It should be done at least one hour before the driver reaches the border. What are the requirements for border crossing? Coming into Canada: In order to set up an E-Manifest portal user account with CBSA, carriers require a Carrier Code. A carrier also has to get printed bar-coded labels called PARS. These

bar-coded labels include the carrier code with a unique shipment number to create a cargo control number. An administrative penalty of $1,000 will be imposed on carriers if bar-coded labels are not presented with their shipments upon arrival at the Canadian border. Coming into the United States: In order to register with the CBP, carriers are required to have a Standard Carrier Alpha Code (SCAC). This is a unique two-tofour-letter code used to identify transportation companies. A carrier also has to get printed bar-coded labels with the SCAC code and unique shipment numbers to create a shipment control number. These are also called PAPS Labels. Where can I get more information and applications for an E-manifest portal log in? Call us at our toll free number 1-800965-9839.

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eI mYnI PYst/ ey sI AweI knyfIAn jW AmrIkw dw bwrfr krn vwly kYrIAr ijhVy kmRSl vsqW dI FoAw FuAweI krdy hn, nUM sI bI AYs ey Aqy sI bI pI leI ielYktROink AYNtrI dI loV hY ijhVI bwr kof vwlI hovy Aqy ijs nUM eI mYnIPYst kihMdy hn [ ies dw igxqI nwL koeI sbMD nhIN ik ikMnI vwr bwrfr kIqw hY[ kI hY eI mYnIPYst? knyfIAn bwrfr srivs eyjMsI (sI bI AYs ey) Aqy XU AYs kstmz AYNf bwrfr eyjMsI (sI bI pI) ies g`l leI vcnb`D hn ik bwrfr pwr krn sbMDI vDIAw BrosyXog Aqy vpwrk Aml ApxwieAw jwvy ijs nwL vpwrk kimaUntI nUM Tos lwB pRwpq hovy[ eI mYnIPYst Asl ‘c kwgz rihq pRxwlI hY ijhVI ik iSpmYNt dy bwrfr ‘qy phuMcx qoN pihlW hI SurU ho jWdI hY[ibjleI XMqrW rwhIN sMBwvI Kqrw Aqy kmRSl jwxkwrI pihlW hI sI bI AYs ey Aqy sI bI pI AiDkwrIAW kol phuMc jWdy hn ijs nwL G`t Kqry vwlIAw vsqW dI pCwx krky bwrfr nUM CyqI pwr krn 36

JULY / AUGUST 2013

Over 10,000 visitors enjoyed Apna Truck Show The 2013 APNA Truck Show was a great success, with even more participants and exhibitors attended than expected. The Tradex Centre at Abbotsford was a flurry for the two jam-packed days. Exact numbers were not yet available at this time, but a conservative figure of around 12,000 is expected. As initially advertised, this multi-function event was first and foremost a trucking trade show which was sponsored by Trucker’s Pages, with exhibitors from various trucking related businesses. From the newest tractors and trailers to the innovations in engine and tire design, the trade show had something for all those involved in the industry. Attendees had the opportunity to meet one-on-one with industry professionals and walk away with a better understanding of products, services, and technology. Inside the Tradex, visitors also had the chance to meet and get autographs from some of the cast members of “Highway thru Hell,” a popular TV program. The show models were also kept busy with visitors snapping pictures with them. The hourly door prizes were a huge success – winners walked away with various prizes, from gift cards to high-def DVD players. The Hiring Centre which was sponsored by Driver’s Choice Magazine was flooded with inquiries from new and

JULY / AUGUST 2013

experienced drivers looking for work with some of the top trucking companies in Canada. Many walked away with interview times reserved – now, that’s efficiency. Outdoor, the ever-popular Show & Shine which was sponsored by Desi Trucking Magazine was busy, with visitors being amazed by gleaming rigs, motorcycles, specialty vehicles. Winners in various categories were beaming with pride when they received their prizes and trophies. Entertainment which was sponsored by MDF Tires was nonstop during peak hours of the show, with various performances from live bands, singers, and ethnic dancers. Entertainers were more than happy with the crowds that they attracted. For the children, there were many activities that kept them, and their parents, busy. Our collaboration with the Children’s Wish Foundation was also much more successful than expected. Funds over $10,000 were raised towards granting wishes for critically ill children. Show management would like to thank all exhibitors, sponsors, volunteers, and of course, the attendees, for their participation in the 2013 APNA Truck Show. We look forward to an even bigger and more diverse show next time.

Apna Truck Show 2013 - Highlights

JULY / AUGUST 2013

Donâ&#x20AC;&#x2122;t Get Stuck in the Heat... Itâ&#x20AC;&#x2122;s that time of year again when truckers need to ensure their air conditioning system is functional and working in its optimal capacity. After a long winter, people often forget to make sure they have a service done on their AC system. Many times this oversight catches them in their sleepers on a hot night without the comfort of a functional A/C system to help them recharge for their next day of work. Areas of concern that should be inspected are rubber hoses, connections, fittings, and any mounted parts. When inspecting the hoses, ensure you are looking for any types of fatigue, ie. cracking, or bulging. When inspecting the connections and fittings be on the lookout for a green dye. The refrigerant in the system has a green dye added to it to help detect possible areas of leakage. Another item to also pay special attention to is that when your system is running, inspect the lines for any type of ice build-up. This ice build-up can usually be the tell-tale sign of a blockage beginning to form in the system. If the air flow coming from the AC vents feels cold, but the flow does not feel very strong, ask yourself when the last time was you changed your cabin HVAC filter? The cause of poor air flow could simply be the result of a plugged HVAC filter. Keep these simple things in mind before you head out this summer, and you will not get stuck in the heat again. Swing by and have an AC service done on your unit today.

JULY / AUGUST 2013

Trucking HR Canada Outlines Projects When the Canadian Trucking Human Resources Council lost the majority of its federal funding, it would’ve been easy to fold its tent and leave the trucking industry to deal with its own HR-related challenges. However, Truck News reports that by recognizing the vital need for support and the threat of an ongoing people shortage, the organization soldiered on, partnered with industry organizations and reinvented itself as Trucking HR Canada. And now, the organization, in its present incarnation, is more focused than before. According to Truck News, Angela Splinter, CEO of Trucking HR Canada recently provided an update on the services the group provides. First, she explained the reasons behind the restructuring. “In 2010, the federal government undertook a strategic review of all the (sector council) programs,” she said. “They were looking at where they could make their budget cuts and funding changes. We were part of that.” Some funding remained in place for the organization, but the group had to become more self-sustaining, Splinter explained. “We had to develop a business case around everything we have,” she said. “We are still a not-for-profit organization, but we have more of a business approach.” The group re-evaluated its programs and services, and relaunched as Trucking HR Canada in March, just as its previous funding expired. It is now overseen by a smaller board consisting of four members. So, what can be expected of the reborn Trucking HR Canada? Splinter said the group will continue with its labour market information studies, which explore industry demographics and trends. “We want to continue doing this type of research,” Splinter said. “It enables us to be more responsive with the types of programs, products and tools we then develop.”

Bison Driver Named MTA Driver of the Year The Manitoba Trucking Association and Volvo Trucks Canada have named Bison Transport’s Mark Tricco as this year’s Manitoba Driver of the Year. Tricco was selected from a group of 12 Industry Excellence Award winners, an award which honours drivers for their commitment to the industry, safety, outstanding acts and customer service. Tricco was selected for his dedication to the industry, his training and his focus on safety – with a driving record of two million miles that boasts no preventable or non-preventable accidents. “Safety remains a top priority for Mark and he always conducts himself as a true professional,” MTA said in a release. “His employer has received numerous commendations from customers and other motorists on his behalf.” “He is the best of the best in our business,” Bison officials said. “He is the ultimate professional and we are privileged to have him representing not only our company, but the industry as a whole.” As the Provincial Driver of the Year, Tricco is now eligible for the Canadian Trucking Alliance/Volvo Trucks Canada National Driver of the Year Award.

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JULY / AUGUST 2013

US, Canada Call For Review of Empty Trailer Repositioning Rules Canada prepared to amend treatment of foreign drivers and related equipment if US reciprocates A progress report on facilitating cross-border business travel released yesterday by Canadian immigration minister Jason Kenney, public safety minister Vic Toews and US Secretary of Homeland Security Janet Napolitano, signals a willingness to consider long overdue changes to the way the two countries deal with the repositioning moves of foreign empty trailers, according to the Canadian Trucking Alliance. In addition to providing a progress report made on the commitments to facilitate the conduct of cross-border business under the Beyond the Border Action Plan, Canada and the United States also committed to “review policies related to the movement and treatment of foreign drivers and related equipment to ensure maximum legally permissible alignment of policy with evolution in the cross-border trucking industry.” CTA and the American Trucking Associations have been seeking for several years the ability for foreign drivers to reposition foreign empty trailers in both countries. Currently, the only way this is permissible is if the trailer is the same one that enters or leaves the other country. According to the two associations, the rules are a throwback to a time before modern logistics practices, larger trailer pools and the rise of distribution centres. The Government of Canada is prepared to make the change to allow US drivers to reposition empty US trailers in Canada, so long as the United States reciprocates. Minister Kenney re-confirmed this position in a recent letter to CTA wherein he stated, “I would like to reiterate and emphasize our continued support for the Canadian Trucking Alliance’s position on this issue. I can confirm, once again, that if U.S. immigration law is amended to lift current restrictions which have a negative effect on Canadian drivers, Canada is prepared to provide reciprocal treatment to American drivers.”

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However, the US Department of Homeland Security has been unwilling or unable to do so – at least, it now appears, until very recently. CTA’s CEO David Bradley welcomes the joint announcement and the review to come. “If we want an efficient and competitive supply chain in North America, then these are precisely the sort of legacy, out-of-date rules that need to be changed,” he said. Bradley points out such movements are not cabotage, which is a much more politically charged issue. “We’re not talking about the point-to-point movement of goods, but simply the repositioning of empty foreign trailers involved in the international stream of commerce,” he said. “It’s taken a while for that to be understood.” A commitment to review the rules does not necessarily mean change is guaranteed. There is also some debate over whether the United States would need to pass legislation to make the change or whether a change in interpretation would do the job. That is up to the United States to determine, says Bradley, but he is hopeful. He says the current rules are based on regulations created in the 19th century to protect the marine industry at the time. “The rules simply don’t make sense in the 21st century. The way the economy works has obviously changed,” he said. “Canada has put its cards on the table. Now we’ll really see whether the United States is prepared to reciprocate. But the fact the two governments are prepared to review the situation is a positive sign.” CTA and ATA have received letters of support from the two countries’ chambers of commerce and manufacturing associations, as well as the Canadian American Business Council. “Business on both sides of the border is in favour of allowing these movements,” says Bradley. “Now we need governments to act.”

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Trucking Jobs Better Defined by National Occupational Standards Several trucking-specific careers are now more clearly defined thanks to an update of National Occupational Standards, according to a news release by Trucking HR Canada. The voluntary guidelines list the knowledge, skills and abilities needed to work in specific fields. First-time additions to the guidelines include cargo worker, freight claims specialist, safety and loss prevention specialist, supervisor/manager/foreman, and licensed shunt driver have been defined for the first time. Existing documents addressing dispatchers were also updated, building on those already available for entrylevel drivers, professional drivers, driver specialties, and coaches/mentors/assessors. Related competency charts – which list the individual skills and attributes needed for each occupation – are among the most popular downloads available on Trucking HR Canada’s Web site, according to officials. “This is one of the broadest updates to National Occupational Standards since they were first introduced to Canada’s trucking industry,” says Angela Splinter, CEO of Trucking HR Canada. “Fleets and trainers that have used existing standards have already been able to enhance everything from job descriptions to training curricula and employee appraisals. Now they have the tools to focus on a broader range of jobs.” “These standards clearly reflect the real-world requirements of the industry because they were closely developed and reviewed by industry representatives,” adds Tamara Miller, Trucking HR Canada’s director of programs and services. “Each standard clearly describes what successful job performance looks like; details the tasks, skills and knowledge needed in the role; and identifies related legal responsibilities.”

E-Log Proposal Sent to DOT; Rule Could Be Issued in Nov A proposed supplemental rule for electronic logging devices has been sent to the Transportation Secretary’s office and is expected to be published as soon as November, according to Transport Topics. The Federal Motor Carrier Safety Administration’s proposal, rewritten to address a federal appeals court’s concerns about potential driver harassment, is expected to be sent to the White House Office of Management and Budget for further review in August. The original proposal would have required that nearly all motor carriers install electronic logging devices such as electronic onboard recorders as a measure to help enforce hours-of-service regulations and reduce fatigue-related crashes. Last month, FMCSA said it planned to survey 1,000 drivers on how EOBRs can be used by carriers. The survey results could reportedly be used to assist the agency in writing a final rule, FMCSA officials said. JULY / AUGUST 2013

* ALBERTA Acheson................. 780-960-3930 Airdrie......................403-948-4848 Athabasca...............780-675-2134 Barrhead.................780-674-3222 Bonnyville................780-826-6859 Brooks.....................403-362-8888 Calgary....................403-236-7171 Calgary....................403-291-2177 Calgary....................403-724-0237 Camrose..................780-672-1189 Cochrane................403-932-2355 Crossfield................403-946-4343 DraytonValley..........780-542-3443 Eckville....................403-746-3206 Edmonton................780-451-5417 Edmonton East........780-417-9500 Edson......................780-712-7540 Fort McMurray..........780-791-2575 Grande Prairie.........780-538-2225 HighPrairie..............780-523-4740 Hinton......................780-865-4547 Innisfail....................403-227-3161 Lacombe.................403-782-4138 Leduc......................780-980-6294 Lethbridge...............403-380-3320 Lloydminster............780-875-9842 Manning..................780-836-2588 Medicine Hat............403-527-4900 Milk River.................403-647-3839 Peace River.............780-624-3939 Provost....................780-753-3665 RedDeer..................403-347-8851 Rocky Mount. Hous.403-845-3633 Sedgewick...............780-384-3665 SlaveLake...............780-849-3571 Stettler.....................403-742-3311 SwanHills................780-333-4563 Taber.......................403-223-3323 ThreeHills................403-443-5220 Tofield......................780-662-3334 Trochu.....................403-442-3911 Vegeville..................780-632-6688 Wainwright..............780-842-6551 Westlock.................780-349-3351 Wetaskiwin..............780-352-6057 Whitecourt...............780-778-3863

* BRITISH COLUMBIA 100 Mile House.........250-395-2496 Abbotsford...............604-853-5981 Annacis Island.........604-526-1854 Boston Bar...............604-867-9614 Burns Lake...............250-692-7542 Cache Creek............250-457-9333 Campbell River........250-287-8489 Castlegar.................250-365-3311 Chetwynd...............250-788-2067

Chilliwack................604-795-3388 Clearwater...............250-674-3388 Cloverdale...............604-576-8255 Coquitlam................604-524-1166 Courtenay................250-338-5411 Cranbrook...............250-426-4258 Creston...................250-428-5396 Dawson Creek.........250-782-5544 Duncan....................250-746-9815 Elko.........................250-529-7433 Enderby...................250-838-7226 Fort Nelson..............250-774-7030 FortSt.James...........250-996-8266 FortSt.John.............250-785-5626 Golden....................250-344-5213 Grand Forks.............250-442-2141 Hope.......................604-869-2426 Houston...................250-845-7341 Kamloops................250-374-6258 Kelowna..................250-765-7181 Kitimat.....................250-632-2151 Lillooet.....................250-256-4131 Lumby.....................250-547-9251 Mackenzie...............250-997-6521 Merritt......................250-378-5141 Nakusp....................250-265-4155 Nanaimo..................250-756-3611 Nanaimo..................250-754-4456 Nelson.....................250-354-4494 North Vancouver......604-986-3431 Penticton.................250-493-0414 Port Alberni..............250-724-4465 Port Kells.................604-882-0145 Port Mcneill..............250-956-4407 Powell River.............604-485-2711 Prince George.........250-561-1525 Prince Rupert...........250-624-8550 Princeton.................250-295-7171 Quesnel...................250-992-6534 Richmond................604-278-9181 Salmon Arm.............250-832-6077 Sechelt....................604-885-7927 Smithers..................250-847-2665 Sparwood................250-425-2562 Squamish................604-892-1070 Terrace....................250-635-6170 Vanderhoof..............250-567-4224 Vernon.....................250-542-1156 Victoria(Langford).......250-474-6333 West Kelowna..........250-769-5265 Williams Lake..........250-392-7147

* MANITOBA Brandon..................204-727-7938 Dauphin...................204-638-5074 Portage La Prairie.....204-857-6828 Steinbach................204-326-6039 Swan River...............204-734-4088

Winnipeg.................204-694-8560

* NORTHWEST TERRITORIES

Hay River.................867-874-2686

* ONTARIO Alliston....................705-435-6293 Cambridge..............519-653-2882 Hawkesbury............613-632-8763 Hearst.....................705-372-1600 Kenora....................807-548-4040 Kingston..................613-389-0055 Kirkland Lake...........705-567-4114 Leamington.............519-326-3278 London....................519-455-2500 London....................519-455-2602 Longlac...................807-876-2243 Mississauga............905-848-3500 New Liskeard...........705-647-5727 North Bay.................705-474-4885 Ottawa.....................613-747-3420 Perth.......................613-267-2818 Peterborough..........705-741-1669 Renfrew...................613-432-9955 Sault-ste-marie........705-942-6900 Simcoe....................519-426-2596 Stoney Creek...........905-643-2092 Sudbury...................705-673-6747 Thunder Bay............807-345-0600 Timmins..................705-268-7474 Toronto....................905-669-2969 Wellington...............613-399-3386 Whitby.....................905-668-1420 Windsor...................519-979-7069

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Rouyn-Noranda.......819-797-9303

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Assiniboia................306-642-3588 Canora....................306-563-6426 Davidson.................306-567-4279 Estevan...................306-634-3581 Foam Lake...............306-272-4455 Hague.....................306-225-4317 Humboldt.................306-682-4133 Maple Creek............306-662-3155 Melville....................306-728-3779 Moose Jaw...............306-692-4745 North Battleford........306-445-4171 Prince Albert............306-763-8426 Regina.....................306-721-4313 Rosetown................306-882-3200 Saskatoon...............306-931-7133 Swift Current............306-773-0611 Tisdale....................306-873-2974 Weyburn..................306-842-6661 Yorkton....................306-782-2334

* YUKON

Whitehorse..............867-633-4482

Logistics An Introduction to

The

word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having the right thing, at the right place, at the right time. According to the Council of Logistics Management, Logistics is the process of planning, implementing, and controlling the efficient, effective flow and storage of goods, services, and related information from point of origin to point of consumption for the purpose of conforming to customer requirements. This definition includes inbound, outbound, internal, and external movements, and return of materials for environmental purposes. With today's fastmoving global marketplace, companies who provide transportation and logistics services play an integral role in the supply chain. Today, the geographical boundaries are disappearing for global trade. But, this globalization has brought in many challenges, one of which is the free flow of goods and services across boundaries. Managing these, in a costeffective manner is the key to growth in business. In this context, logistics management and supply chain management (SCM) have come into sharp focus in the industry, as an opportunity to gain an edge in the market. The need to keep the chain lean and responsive is a major priority. The ever-changing landscape of the logistics field makes it one of the most dynamic and complex industry niches present in today’s business environment. Inefficiencies in physical distribution in the supply chain management system can often pose significant threats to overall busi46

- Dara Nagra MBA PMP ®

ness performance and undermine organizations against leading contenders. A manager’s ability to integrate coordination between various channels of distribution, including transportation, storage of products, and the seamless implementation of data processing systems is vital to the growth and development of logistics firms. Effective logistics managers must possess excellent analytical skills, coupled with a firm aptitude to solve problems within the finance, marketing, production, transportation, inventory control, and quality control sectors. An in-depth understanding of algebra and financial mathematics are also a key corner stone in the development of logistics decision modeling. Logistics managers must ensure they are able to adapt to rapidly changing work environments, especially when focusing on the transport component of an organization. Individuals in this field must have a concrete understanding of the cost structures of various carriers and their respective modes of transportation and how to adequately allocate resources and make beneficial pricing decisions under pressure. Managers are also required to have a firm understanding of the legislation and policies governing the transport sector. Ultimately, the goal for Logistics managers is to lower logistics and transportation costs; increase asset turnover; reduce inventory carrying costs; decrease customs

fines and penalties through better trade compliance; and strengthen customer service. Modern Logistics primarily focus to fulfill customers’ needs. It involves management of the various activities required to move benefits from their point of production to the customer. These benefits can either be in the form of tangible products which are manufactured, or intangible such as services provided to the customers. Each organization’s approach to Logistics management is different from one another. Some of these firms are more focused to produce these benefits on their own. Their strategy is more aligned towards capturing raw materials. Alternatively, other companies’ logistics strategy is more inclined towards the distribution of the end products into the hands of the consumer. Regardless of the strategic alignment, logistics system is made up of many functional activities such as: Customer Service: is the ultimate goal of any logistics strategy. It involves complaint handling, special order requests, damage claims, returns, billing problems, etc. A well organized customer service set up ensures continuous business from satisfied customers. Inventory Management: is about carrying enough stock to ensure the best customer service without losing money by storing excessive and dead inventory. This is important at both sides – finished goods as well as raw materials. Transportation: addresses physical movement of goods from a point of origin to a point of consumption. In dealing with international logistics, a well planned transportaJULY / AUGUST 2013

Introduction to Logistics

trWsport

ieMfstrI iv~c Sbd loijsitks (Logistics) dy ArQ bhuq smJy jwdy hn[ ies nMU Awm qOr qy trWsportySn nwl imks kr id`qw jWdw hY[ pRIBwSw v`jo loijsitks dy ArQ hn TIk cIz nUM, TIk sQwn qk TIk smy qy phuMcwauxw[ kwauNsl AwP loijsitks mYnyjmYNt Aunswr “loijsitks” qo Bwv hY kstmr dIAw LoVw Aqy ieCwvw Aunswr vsqUAw nMU auqpwdn sQwn qo aupBogqw dy h~Q iv`c phuMcx q`k Xojnw bD FMg nwl iljwxw, stor krnw, vMfxw Aqy sbMDq jwxkwrI dyxw Awid[ ies iv`c ien-bwaUNf, AwaUt-bwaUNf, ieMtrnl Aqy AYkstrnl mUvmYNts Swml huMdIAw hn[ A`j dy qyj rPqwr ivSv p~DrI bjwr iv~c auhI kMpnIAw splweI cyn dw Ain~VvW AMg bxdIAW hn jo trWsportySn dy nwl loijsitks syvwvw vI idMdIAw jn[ A~j dy ivSv vpwr iv`c BUgoilk sImwvw Kqm huMdIAw jw rhIAw hn[ ieh globylweIjSyn keI cxOqIAw vI lY ky AweI hY ijnw iv~co iek hY sImw rihq vsqUAw dw Plo Aqy srivsj[ G~t qo G`t Krc nwl iesnUM inBwauxw hI vpwr iv`c sPlqw dI kMUjI hY[ iesy leI loijsitks mYnyjmNYt Aqy splweI cyn mYnyjmYNt ies ieMfstrI leI mh~qv pUrn bx gey hn[splweI cyn mYnyjmYNt dI koeI vI glqI ibjns dI prPwrmYNs qy fMUGw Asr pw skdy hn[ sPl loizsitks mYnyjmNYt kol vDIAw ivSlySnwqmk Xogqw dy nwl nwl PwienYNs, mwrikitMg, profkSn, trWsportySn, ienvYNtrI kMtrol Aqy kuAwiltI kMtrol ijhy Kyqrw dIAW smisAwvw h`l krn dI Xogqw vI hoxI cwhIdI hY[loijsitks mYnyjrW iv`c qy~jI nwl bdl rhy vrk AnvwiernmYNt nUM Afwpt krn dI Xogqw hoxI cwhIdI hY[ ies PIlf dy ieMfivjUAlj nUM v~K v`K kyrIArj dy kwst strkcrj Aqy dy swDnw dI pUrI pUrI jwxkwrI hoxI cwhIdI hY[ mYnyjrz nMU auhnW pwlsIAw Aqy kwnMUnw dI jwxkwrI hoxI cwhIdI hY jo trwsport sYktr nwl sbMDq hn[loijsitks mYnyjrj dw gol trWsportySn KricAw nMU Gtwauxw, AsYt vDwauxy, ienvYNtrI kYrINg Krcy G`t krny, kstmr jurmwny Aqy pYnltIAw qo bcwA krnw Aqy kstmr srivs nUM mzbUq krnw hoxw cwhIdw hY[ AwDuink loijsitks m`uK qOr qy kstmr dIAw loVw pUrIAw krn v`lo iDAwn idMdy hn[ aunw dIAw AYkitivtIj iv`c profkSn puAwieMt qo lY ky kstmr q~k dy lwB Swml hMudy hn[ ieh lwB mYnUPYkcrf prwfkts jW kstmr srivsj dy rUp iv~c ho skdy hn[ hr Adwry dI loijsitks mYnyjmYNt pRqI phMuc Al~g Al~g huMdI hY[loijsitks isstm keI AYkitivtIj dw smUh hY ijvy:1. kstmr srivs:- ies iv`c kMplyNts hYNfl krnw, spYSl Awrfr, fYmyj klymz, rItrnW, ib~lw dIAw prwblmz Awid Swml hMudIAw hn[ 2. ienvYNtrI mYnyjmYt :- ies iv`c vDIAw kstmr leI kwPI stwk jWdw hY pr ieh vI iDAwn r`iKAw jwdw hY ik vwDU Aqy fY~f ienvYNtrI stor krky Dn brbwd nw kIqw jwvy[ ieh iqAwr vsqw Aqy k`cw mwl dono pwsy hI mh`qv pUrn hY] 3. trwsportySn :- ies iv`c auqpwdn sQwn qo aupBogI q`k phMucx q~k vsqw iDAwn r`Kxw hY[ AMqrrwStrI Fohw FohweI smy iSps, hvweI swDn, ryl, sVkI swDn Awid bwry vDIAw Xojnw dI loV hMudI hY[ ies iv`c brwmd-brwmd dy kwiedy kwnMUnw dI jwxkwrI hoxw vI mh`qv pUrn hMudw hY[ 4. storyj qy mtIrIAl hYNfilMg:- storyj sbMDI loVw Aqy muSklW dw h`k l`NBxw, TIk QW dw pRbMD krn Aqy iPr aus iv`c mtIrI Al dI sWB sMBwl krnI[ storyj KrIdxI hY jW lIj qy lYxI hY, srkwrI jW pRweIvyt lYYxI hY Awid[ 5. pYkyijMg :- jdoN vsqU FohI jw rhI hY jW stor kIqI jw rhI hY qW ausnMu protYks krnw[ lYblW bwry keI srkwrI inXm hnauhnW dI pwlxw krnI hY[ JULY / AUGUST 2013

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Introduction to Logistics

6. ieMPrmySn prosYisMg:- loijsitks mynyjmYNt iv`c keI pRkwr dy swPtvyAr auplBD hn[ aunw nMU ilMk krnw hMudw hY[ 7. fImYNf PorkwsitMg:- kstmrj dIAW Biv`K dIAW loVW pUrIAW krn dI iqAwrI iv`c mdd imldI hY[ syl bwry sIznl Jukw Aqy plYnf eIvYNs nMU uiDAwn iv`c r`iKAw jwdw hY[ 8. profkSn plYinMg:- ieh loijsitks dw ie`k hor AMg hY ijs iv`c iDAwn r`iKAw jWdw hY ik kstmrW dy Awrfr smy isr Bugqx / mSIn, lybr Aqy kpYstI rukwvtw bwry TIk Xojnw bMdI dI loV hY[ 9. prcyizMg:- iqAwr krky smy isr gwhkwdy Awrfr Bugqwx leI k`cy mwl dw KrIdxw Aqy sMBwlxw mh`qv pUrn hMudw hY[ 10. PyislytI lokySn:- ies dw sbMD gudwmw dy sQwn, mYnUPYkcirMg plWts Aqy FhweI dt swDnW nwl hMudw hY[ieh PYsly roz roz nhI hMudy pr jd kr ley jwx qW kMpnI dI sPlqw jw As&lqw leI bhuq mh`qw r`Kdy hn[ auprokq kMmw dy nwl nwl loijsitks AwPtr- syl pwrts, srivs sport, murMmq bwry kWtrYkts, vwps kIqIAw nMU hYNfl krn rI-sweIkilMg ijhy kMmW dw vI pRbMD krdI hY[ iksy vI sMsQw dI sPlqw iv`c iesdw bhuq Xogdwn hMudw hY[

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tion architecture is required which involves having a integrated means of transportation through ships, air, rail and road. Knowledge about import and export rules and regulations also play a great role in this area. Storage and materials handling: address the physical storage requirements of holding inventory. It is the management and acquisition of the proper space required and handling the materials within that space. Different options need to be analyzed in finalizing the storage strategy like Buy vs Lease options, or Public vs Private warehousing. Packaging: is about protecting the product while it is being shipped or stored. It is also about presenting the products to the ultimate consumer. There are various government labeling rules that need to be followed and adhered to. Information Processing: links all areas of the logistics system together. Various software packages are available to manage different activities in logistics management. Demand forecasting: helps in preparing for meeting the customers future demands. Historical sales statistics, seasonal trends and planned future events are considered to accurately forecast future demands. Production planning: is another compo-

nent of the logistics to ensure that customer’s orders are fulfilled on time. Manufacturing needs components and raw materials in order to make finished goods. Proper planning is required to account for machine, labor and capacity constraints. Purchasing: In order to manufacture and deliver orders to customers, internal purchase and procurement of raw materials are very important. Lead times for each supplier also need to be taken into proper consideration. Facility location: addresses the strategic placement of warehouses, manufacturing plants, and transportation resources. These decisions are not made very often, but once made directly reflect the company’s ultimate success or failure. In addition to the above activities, logistics tasks also include, but are not limited to other activities such as after-sales parts and service support, maintenance contracts, return goods handling and recycling operations. An organization’s strategy guides the way the individual activities are performed. A well coordinated and executed logistics strategy plays an important milestone in any organization success.

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Large and Small carriers Expect Rate Increases Transport Capital Partners’ latest survey bucks a three-year trend of lowering expectations for volume growth, says the consultancy. More carriers now report expecting volumes for the 2 quarter to hold steady. Opinions diverge between larger carriers (over $25 million in revenues) and smaller carriers. In both groups, 50% expect volumes will increase. However, almost 40% of smaller carriers think volumes will decrease; only 3% of their larger competitors expect a decrease. While

40% of larger carriers expect volumes to remain the same, just 11% of smaller carriers see volumes holding steady. “As the economy waits to sort out the cross currents of macro events and the change in Federal Reserve policies, freight volumes struggle to grow significantly,” says Richard Mikes, a TCP partner. A large majority of carriers (80%) have seen rates hold steady over the past quarter. Optimistically, most carriers (73%) are

also expecting rates to increase in the next 12 months. Eighteen percent of carriers have seen rates increase, up from 11% last quarter. However, this is down from the 45% of carriers that reported rate increases a year ago. More smaller carriers than larger carriers have seen rates increase - 25% vs. 14%. “Even with modest improvement in freight demand, carriers are anticipating much needed higher rates from customers,” says Steven Dutro, TCP partner.

Trucking HR Canada Outlines Projects Carriers Expect Rate Increases When the Canadian Trucking Human Resources Council lost the majority of its federal funding, it would’ve been easy to fold its tent and leave the trucking industry to deal with its own HR-related challenges. However, Truck News reports that by recognizing the vital need for support and the threat of an ongoing people shortage, the organization soldiered on, partnered with industry organizations and reinvented itself as Trucking HR Canada. And now, the organization, in its present incarnation, is more focused than before. According to Truck News, Angela Splinter, CEO of Trucking HR Canada recently provided an update on the services the group provides. First, she explained the reasons behind the restructuring. “In 2010, the federal government undertook a strategic review of all the (sector council) programs,” she said. “They were looking at where they could make their budget cuts and funding changes. We were part of that.” Some funding remained in place for the organization, but the group had to become more self-sustaining, Splinter explained. “We had to develop a business case around everything we have,” she said. “We are still a not-for-profit organization, but we have more of a business approach.” The group re-evaluated its programs and services, and relaunched as Trucking HR Canada in March, just as its previous funding expired. It is now overseen by a smaller board consisting of four members. So, what can be expected of the reborn Trucking HR Canada? Splinter said the group will continue with its labour market information studies, which explore industry demographics and trends. “We want to continue doing this type of research,” Splinter said. “It enables us to be more responsive with the types of programs, products and tools we then develop.” JULY / AUGUST 2013

CARB Conundrum

Just When You Thought it Was Safe to Go Outside...

It’s Official! The State of California has begun major enforcement efforts aimed at the on-road trucking fleet in California:- Matt Schrap

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(sI ey Awr bI)

konnfrMm

kyvl aus smyN hI bwhr inklxw jdoN qusIN smJo ik hux bwhr jwxw sur`iKAq hY... ieh srkwrI hukm hY! sVkI PlIt ‘qy lwgU krn leI kYlIPornIAw styt vloN sKq kwnUMnI Aml SurU :- mYt SkrYp

The

diesel user industry in California is no stranger to regulatory efforts directed at emissions reductions. Serious air quality challenges have plagued regions of California for decades and mobile emissions sources have been the largest part of the emissions pie for many years. Because of this, California has led the charge on implementing regulations to control mobile source emissions from gasoline powered cars and trucks as well as more recent efforts aimed at controlling diesel emissions from the heavy duty engines that power the transportation sector. Throughout the years, these recent efforts and legacy programs have helped local air districts in highly populated, geographically challenged regions achieve drastic improvements in Air Quality with limited end-user resistance and little political opposition. These efforts have propelled CARB into the spotlight as the “preeminent” air quality regulatory agency in the world. More recent than the catalytic converter and CARB diesel #2, California has passed several multi-billion dollar rules aimed directly at diesel users in California. Waste collection vehicles, municipal fleets, drayage trucks and refer engines have already fallen before the regulatory guillotine with emissions cuts from these engines reaching up to 90%. The two flagship diesel regulations are 50

aimed at heavy duty, off-road equipment and heavy duty, on-road equipment; over one million pieces of heavy metal operating in California are under regulatory scrutiny. The off-road regulation hasn’t gotten final clearance from the EPA yet, but the on-road regulation has been passed, implemented and is now being enforced. The trucks that bring everything from toothpaste to tube-socks in California all must fall within specific guidelines. In fact, all diesel-powered trucks over 14,000 pds. GVWR are currently under regulation to replace with 2010 emissions technology in the next 10 years. In the interim, and as of January 2011, any truck operator who has a 1996 – 2004 engine in any truck in their fleet must have a Level 3 Particulate Matter control device, unless they have registered for one of the many exemptions to the current requirements. Most folks who have been around these regulations will know these facts like the back of their hand. CARB has been workshopping and training end users since 2006, and despite strong opposition from certain sectors of the fleet, the On-Road regulation is moving ahead swiftly and in fact it is picking up speed. In its second year, the On-Road Truck and Bus Rule, the first of its kind in the nation and in its entirety, the most complex, restrictive emissions program for heavy duty trucking in the world, will force thousands of truck owners to upgrade their

trucks or face stiff penalties that may total up to $10,000 per day. Several exemptions exist (some more complicated than others) to help offset some of the upgrade costs by offering a way for fleets to comply without meeting the direct schedule. There are considerations for smaller fleets with 3 or fewer trucks over 14,000 GVWR, as well as a phase in schedule for larger fleets, mileage and model year restrictions for vocational fleets and a separate schedule for trucks operating exclusively in specific counties. All exemptions require reporting and all expire within the next few years. On January 1, 2014, a major exemption for small fleets (3 or less trucks) runs out. This means that the over 100,000 single, two and three truck operators registered in California and coming into California from all over the country are facing an upgrade requirement at the end of 2013. What this also means is that anyone who dispatches one of these heavy duty diesel vehicles in California or into California after January 1, 2014 will be subject to penalties if a noncompliant vehicle is found; no mater whose authority they are operating under. Although California based brokers are subject to direct penalties under this regulation, any motor carrier based anywhere will be caught up in the regulatory web and fined, potentially for each dispatch going back to the beginning of 2011. CARB has already levied several heavy fines against drayage operators who dispatched nonJULY / AUGUST 2013

CARB Conundrum

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CARB Conundrum

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Heavy trucks boast better safety stats than medium-duty A report from the American Transportation Research Institute (ATRI) suggests that combining medium- and heavy-duty truck crash statistics depresses the true safety record of the heavy truck fleet in the U.S. The study investigated variations in safety trends across different classes of large trucks and separated and evaluated a decade of medium- and heavy-duty truck crash records and identified notable crash trends specific to each population. Using an ATRI-designed “crash rate index,” ATRI isolated specific variables such as vehicle type, crash location, and weather to determine the degree to which certain factors influenced crash trends for medium- and heavy-duty trucks. The analysis revealed noticeable differences in safety trends between different truck sizes, with mediumduty generally performing worse than heavy-duty trucks. In addition, the results indicated disparities between interstate and intrastate motor carriers. “In order to continue to make progress in truck crash rates, we must improve our ability to target safety strategies across all segments of the industry,” said Keith Klein, COO of Transport America. “This research will enhance our industry’s ability to customize safety solutions.” “This research also points out that blending medium-duty crash statistics with heavy-duty crash statistics may unfairly drag down the safety gains made by heavy-duty truck fleets,” said American Trucking Associations President and CEO Bill Graves. “When it comes to truck safety, clearly one-size solutions do not fit all scenarios.” This safety data analysis provides important insight for targeting crash mitigation efforts based on different truck size groups, and highlights important opportunities to reduce crashes and improve safety. ATRI is now expanding this research by investigating the most critical crash factors associated with different truck sizes and configurations — with the goal of encouraging uniform safety improvements across all types of trucks. Of particular interest in the expanded analysis will be differences in crash trends between interstate and intrastate motor carriers. 52

compliant vehicles to covered Intermodal facilities over the past 3 years and just recently levied a $300,000 fine against a fleet for engaging in dray-off near the Mexican border. Proof in point that no one can escape the regulatory gauntlet; if you are operating in California, you must meet the standards. To hammer home their authority where they need it, CARB has a couple of different measures at their disposal. One that allows them to deny registration at time of renewal through California DMV if a fleet has not paid their CARB related fines and another, in conjunction with CHP that allows them to impound vehicles that have cancelled registration because of outstanding violations. CARB can even levy an unfair business practices lawsuit against violators if the infraction is serious enough. When they find you, they will fine you, and as many California diesel operators can attest, CARB settlements instruct you on how much you will need to pay in order to clear the citation; it is not really a negotiation, they settle on an amount and you pay it. The fine amount is of course in addition to the additional capital required to upgrade the equipment to meet the standards; a double edged pendulum for anyone who gets caught operating or dispatching noncompliant equipment. With renewed debate surrounding model year registration bans surfacing now from the legislative scrap heap, the industry will continue to be faced with increasing compliance costs as standards and restrictions keep rolling in. Active engagement in the requirements is necessary to minimize the risk that all transportation businesses face when turning miles in the Golden State. Although the skies in California are getting clearer, the industry can expect more hazy insinuations from regulators regarding zero-emission freight corridors and sustainability plans that seek additional reductions from the on-road diesel sector. The efforts around emissions reductions are far from over, the sky’s the limit, no matter how clean (or dirty) it gets. Matt Schrap is President of California Fleet Solutions (CFS) and VP of Government Programs for Crossroads Equipment Lease and Finance and handles all CARB Compliance for the Velocity Vehicle Group. CFS and Crossroads are the trusted source for CARB regulatory information for fleets operating in and out of California. Go to www.cafleetsolutions.com for more information. JULY / AUGUST 2013

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pRxIqI Aw^r suxI geI pihlwN ZlqIAwN qy iPr jIvn nwl ipAwr ieh rumwNick ijhI jIvn-SYlI hY pRxIqI copVw dI qy ies SYlI ny hI pRxIqI nUM jvwn bxweI r¤Kxw hY[ ‘lyfI vrisz ir¤kI bihl‘ qoN nwiekw dw s&r SurU krn vwlI ipRAMkw copVw dI nyVy dI irSqydwrnI pRxIqI ‘ieSkzwdy‘ qoN bwAd kuJ Kws nhIN kr skI pr ies smyN aus kol swaUQ dIAwN i&lmwN hn qy ihMdI ‘c Awm ijhIAwN ‘hsy qo Psy‘, ‘mnIS Srmw nYkst‘ i&lmwN hI hn[ XS copVw dw kYNp aus dy kYrIAr nUM iek qrHwN nwl bMnH cu¤kw hY[ iPr vI auh duKI nhIN ikauNik ‘ikl idl‘ ies kYNp dI v¤fI i&lm rxbIr isMG nwl aus nUM imlI hY[ pRxIqI bwhroN qwN XS copVw kYNp dIAwN qwrIPwN krdI hY pr AMdroN auh duKI hY ik ‘ikl idl‘ dyr nwl SurU hoeI hY[ KYr hux auh bwhr dIAwN i&lmwN krn leI Awzwd hY[ hux qwN aus nUM Anurwg kSXp dI i&lm vI imlI hY[ krn jOhr vI aus ‘qy imhrbwn hY[ qmMnwvwN qwN aus dIAwN bhuq hn pr auh nMbrwN dI Kyf nUM iPlhwl prHwN r¤K rhI hY[ inrdySk mnIS Srmw vI pRxIqI nUM auqSwihq kr irhw hY[ ipRAMkw dI rIs auh krygI qwN hI aus ny AYlbm gwiekI ‘c vI Awaux dI ie¤Cw zwihr kIqI hY[ rYNp ny aus nUM ivhl qoN bcweI r¤iKAw[ ivigAwpn vI kMm Awey qy ku¤l imlw ky dyr nwl hI shI pRxIqI dI suxI geI hY qy hux kMm vwDU hY[ 54

hux ABY idEl vI tI. vI. SoA dy host bxy

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AmrIS purI ny id`qI sI KlnwiekI nUM nvIN pCwx BwrqI isnymw jgq ‘c AmrIS purI nUM iek Aijhy AiBnyqw dy rUp ‘c Xwd kIqw jwNdw hY ijs ny AwpxI kVk Awvwz, rObdwr SKsIAq Aqy dmdwr AiBnY nwl KlnwiekI nUM nvIN pCwx id¤qI sI[ 22 jUn 1932 nUM pMjwb ‘c pYdw hoey AmrIS purI ny ikrq mMqrwlw ‘c nOkrI dy nwlnwl nwtkwN ‘c vI kMm kIqw[ bwAd ‘c auh ipRQvI iQeytr nwl juV gey[ 1971 ‘c aunHwN ‘rySmw AOr Syrw’ iPlm nwl Awpxy kYrIAr dI SurUAwq kIqI[ ies qoN bwAd aunHwN ny ‘inSwNq‘, ‘mMQn‘, ‘klXu¤g‘ Aqy ‘mMfI‘ vrgIAwN iPlmwN ‘c vI kMm kIqw[ swl 1987 ‘c ‘mwsUm‘ iPlm dI sPlqw qoN auqSwhq SyKr kpUr b`icAW leI iek hor iPlm bxwauxw cwhuMdy sn, ijs leI hIro

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Seminar Helps Law Enforcement Battle Cargo Crime Epidemic Cargo theft is rising in Canada, costing Canadians more than $5 billion a year, according to the Insurance Bureau of Canada (IBC) and PATNET (Provincial Auto Theft Network). The two groups teamed up to fight cargo crime by hosting Red Flags at the Roadside II today in Dieppe. This year’s annual training session focuses on cargo theft prevention and investigation. “Cargo theft is much more than an insurance problem. It’s a dangerous, expensive, global threat that puts individuals, communities and businesses at risk. The insurance industry and law enforcement are committed to working together to fight cargo crime to stay ahead of these crime rings,” says Amanda Dean, Vice-President, Atlantic, IBC. Cargo theft has become a widespread and major challenge in Canada’s $65 billion trucking industry. FreightWatch International, a logistical security service which works to reduce cargo crime, recorded that theft incidents in Canada rose 18 percent between 2011 and 2012. Canadian cargo thefts are

typically centred around metropolitan areas. Peel Region in Ontario is considered the cargo theft capital of North America. “Cargo theft is a big problem in the trucking industry and we need to continue to educate drivers and carriers on good practices. We also need to work closely with the authorities on ways in which we can help each other to fight cargo theft,” says Jean-Marc Picard, Executive Director, Atlantic Provinces Trucking Association. Constable Keith Copeland with the Saint John Police Force says the workshop helps officers recognize the red flags that could alert them to a potentially stolen vehicle or stolen cargo. “The red flags series provides patrol officers with knowledge, skills & abilities they can use every day on the streets of our towns and cities,” he says. The Red Flags at the Roadside seminar is an excellent opportunity for law enforcement officers and security officials to share information and intelligence and learn from each other on

how to combat this crime,” says Guy Ouellette, Auto Theft Investigator, Atlantic with IBC. “To successfully fight cargo and heavy equipment theft, there is a need for all parties involved to work together as a cohesive unit. No one can do it alone.” The Canadian Trucking Alliance has worked closely with stakeholders like IBC over the past several years to combat cargo theft. The Alliance introduced its own cargo theft incident report form it developed with the IBC. The collection of data on cargo crime incidents represents the first and essential step to gaining additional resources to fight the increasing problem of cargo crime in Canada. CTA recently partnered with CargoNet, a leading source of supply chain security risk analysis, to help motor carriers introduce an additional layer of security aimed at reducing their vulnerability to the growing problem of cargo crime and provide police agencies with the information needed to apprehend criminals.

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JULY / AUGUST 2013

Independent Operator Misclassification Trend Pick Up SteamBattle Cargo Crime Epidemic The state of New York has gone even further than neighbouring New Jersey in a bid to reclassify independent owneroperators as employee drivers. In Late May, the New Jersey Assembly passed legislation -- entitled the Truck Operator Independent Contractor Act -- that would establish a presumption that port and parcel delivery truck drivers are employees unless the employer can prove otherwise. The newly proposed law, enjoys strong union support. To show that an individual is an independent contractor, the employer would have to show that the individual is free from any control when it comes to the services they perform, that the services are outside the usual course of business, and the workers are “customarily engaged in an independently established trade, occupation, profession or business.” New York legislatures, meanwhile, hop to expand a similar proposal to all trucking owner-operators. The New York State Commercial Goods Transportation Industry Fair Play Act would serve to reclassify all trucking industry independent contractors in New York as employees. However, protests over the bill from independent operators and carriers alike appears to have slowed down the momentum for the legislation, according to the NY State Motor Truck Association. The movement of reclassifying independent operators as employees – regardless of whether they support the change in status – is not foreign to Canada where trade unions have targeted carriers on an individual basis and independent operators in various sectors, such as container drayage on the West Coast, have been unionized as a group.

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Large Gain in Truck Tonnage ‘Surprising’ Retail, manufacturing and housing helped push truck tonnage up by 2.3 percent in May, according to the American Trucking Associations’ (ATA) advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index. Compared with May 2012, the SA index was 6.7 percent higher — the largest year-over-year gain since December 2011. According to ATA Chief Economist Bob Costello, the increase is due to a combination of sectors showing strength. The month of May saw factory output rise and stronger retail sales. Plus, “the 6.8 percent surge in new housing starts during May obviously pushed tonnage up as home construction generates a significant amount of truck tonnage,” Costello added. “While we heard good reports regarding freight levels during May, I have to admit I am a little surprised at the large gain in tonnage,” Costello said. “For Daily Updates”

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JULY / AUGUST 2013

Auto Review

The New BMW 5 Series

Reviewed by: Jag Dhatt - SJ Power Media Inc.

BMW

has claimed to provide the ultimate driving experience through its vehicle line-up. In this review, I will be testing the new 2013 BMW 5 series, code-named the F10, and seeing if it lives up to the name. The test vehicle was generously supplied by Brian Jessel BMW’s Sales Manager, Raj Desor. The finely crafted lines of the vehicles were what first caught my eye as I walked up to my test vehicle, the 550i xDrive. The front end is visibly more aggressive than the preceding model, and the beltline crease extends the length of the car to the refined tail end. The angel eyes, or halo rings, are bright, even in the daylight, as they are now powered by a 3-bulb system as compared to the previous single bulb. The kidney grills, iconic of all BMW’s, sit a little lower and more forward, edged by gorgeous new LED headlamps. A great deal of attention has been paid to the finer details, which give the car a daring look. The new look does take some getting used to, but next to the Mercedes E-class, this is one of the best looking midsize sedans on the planet. The 2013 BMW 5 Series is a luxury vehicle that is available in five trim levels: the 528i, 535i, 550i, ActiveHybrid 5 and the head-snapping M5. These trims are based on engine size. For those looking for fuel efficiency, the obvious choices are the new turbocharged four-cylinder 528i, which produces 240 hp, the turbocharged 535i six-cylinder, which produces 300 hp, or the new ActiveHybrid six-cylinder, which pro58

duces 335 hp. For those with a lead foot, like me, the 550i produces 400 hp and is my engine of choice. If you’re in need of even more power, then the M5 is your vehicle, with more than 560 ponies at your command. As BMW claims, there is a 5 Series for each person’s needs and I would wholeheartedly agree. The cabin of the 550i is clearly driveroriented. All major controls and displays are well placed; in fact, they are all angled six degrees towards the driver. The dash is slightly lower as well, giving the interior a spacious feel. At the center of the dash sits the available 10.1” high-resolution screen, which is absolutely stunning and I would say, the

JULY / AUGUST 2013

best in the market for this class. Front seating is spacious, yet still retains some cockpit feel, albeit less than in previous models. Rear seating is good, but slightly less than I would prefer. Three grown adults can sit comfortably in the rear; however, 2-3 more inches in legroom would be ideal. My test vehicle included the Technology, Executive, and M Sport Packages. The base models come very well equipped but I was spoiled with Nappa leather, 18-way active heated and ventilated front seats, electric rear sunshade, side sunshades, 4-zone climate control, automatic trunk, lane departure warning, active blind spot detection, surround view (with 5 cameras), active cruise control, 19” M wheels, M rear spoiler, and the HIFI System Professional with 16 speakers including 2 subwoofers. Yes, I was spoiled. Next, the much debated iDrive system - okay, I’m the first to admit that the iDrive system is not the most user friendly, but this fourth generation has come a long way as compared to the previous iDrives. You still have to go through different menus, with some button pushing, but it’s fairly straight forward with a short learning curve. The central control button is smooth and toggles nicely. Although I did have some initial

problems trying to stream music from my smart phone via the A2DP, I was able to resolve the issue within a short period of time. Bluetooth is great, and callers could hear me loud and clear, even while traveling at highway speeds. On the road, this is one of the quietest cars I have driven. BMW did an excellent job in adding more sound proofing technology, allowing passengers to have a conversation without ever raising their voices. But, the last thing on my mind while driving the 550i was interior noise. Around the city, steering is nimble but precise and handling is excellent. Parking is also a breeze with the available 5 cameras. One caveat here is that if it’s raining, the cameras do get blurry rather quickly, so clean them as needed. On the open roads, the car comes alive and wants to be driven and pushed. Power is smooth along the entire rpm range and the motor is perfectly mated to an 8-speed transmission. Weight distribution is 50/50, giving the car excellent balance and control. Steering is responsive and there is ample feedback from the road. In regular comfort mode, the car drives great. But if you’re still looking for more, then select the Sport + setting, push the shifter to the left for full sport mode and the beast truly comes alive. This is what it’s

all about. For those who think that only a manual makes a true sports car, this would make you think twice and then some. Since I had the opportunity to drive on both dry and wet pavement, the xDrive system did not disappoint and the wheels remained firmly planted on the ground at all times. One of my most favourite technologies in the 5 Series is definitely the Active Cruise Control. With sensors placed on the front of the car, the 5 Series maintains a certain distance from the vehicle in front, in so much as applying brakes, even to a complete stop and then accelerating again to maintain set speed. Continuing with safety, the vehicle is equipped with an Advanced Head Protection System (front and rear), front and side airbags. The 5 Series was given a Top Safety Pick from the Insurance Institute for Highway Safety and received a five-star overall safety rating. So, does the new 2013 550i xDrive live up to the name of the Ultimate Driving Machine? Well, if the smile glued to my face for the 3 days is any indication, I would say a definite yes. Pricing for the 2013 5 Series starts at $54,500. The 2014 5 Series will start at $54,600.

Truck Engine Service

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Talk to your Finning representative for more details. *Surrey (604) 888-3406 *Calgary (403) 516-2800 *Edmonton (780) 577-8988 Toll Free: 1-888-finning (346-6464) JULY / AUGUST 2013

New

Hours

The

clock is ticking toward July 1, when new hours-of-service rules take effect. For carriers and drivers who still have questions about the new mandatory rest break and 34-hour restart provision changes, U.S. Trucking Associations have been distributing the following outline of the rules and their implications in an easy-to-read Q&A format: Mandatory Rest Break The final rule requires that if more than 8 consecutive hours on duty have passed since the last off-duty (or sleeperberth) period of at least half an hour, a driver must take an off-duty or sleeper berth break of at least 30 minutes before driving. To address an issue raised by commenters, FMCSA has also added an exception for drivers of commercial motor vehicles (CMVs) carrying Division 1.1, 1.2, or 1.3 explosives to allow them to count on-duty time spent attending the CMV, but doing no other on-duty work, toward the break. Frequently Asked Questions 1. Why is FMCSA requiring drivers to take breaks? Recent research found that any break from driving reduces risk in the hour following the break, but off-duty breaks produced the largest reduction. This study also showed that when nondriving activities (both work- and restrelated) were introduced during the driver's shift-creating a break from the driving task-these breaks significantly reduced the risk of being involved in a safety critical event during the 1-hour window after the break. The benefits of breaks from driving ranged from a 30to 50-percent reduction in risk with the greatest benefit occurring for off-duty 60

of Service (non-working) breaks. 2. Do I have to take a break exactly 8 hours after I come on duty? No, the rule gives drivers flexibility in when and where to take the break. The rule only prohibits driving if more than 8 consecutive hours have passed since the last off-duty period of at least 30 minutes. For example, if a driver spends 2 hours loading at the beginning of the day, then has a 10-hour drive ahead, he or she must take the break no later than 8 hours after coming on duty. The driver can, however, take the break earlier. If he or she takes a half-hour or more break at some point between the 4th and 8th hours after coming on duty, the driver can complete the rest of the planned 10 hours of driving without another break. 3. Does the break have to be spent resting? No. The driver must be off duty for at least a half hour. Meal breaks or any other off-duty time of at least 30 minutes qualifies as a break. Drivers carrying certain explosives, who are required to attend the vehicle at all times, are allowed to count attendance time, which is on duty, toward the break if they do no other work during that time. 4. Can the shorter sleeper-berth break (minimum 2 hours) be used to meet the half-hour break requirement? Yes. Any off-duty or sleeper-berth period of 30 minutes or more will meet the requirement. 5. Does the break count against the 14-hour driving window? Yes. Allowing off-duty time to extend the work day would allow drivers to drive long past the time when fatigue becomes extreme. The 14-consecutivehour rule was adopted to prevent that and to help drivers maintain a schedule that is consistent with circadian rhythms.

Questions & Answers

6. Which drivers are most likely to be affected by this provision? Commenters to the proposed rule stated that most drivers already take breaks, so they are unlikely to be affected. The only drivers who will be affected are those who drive after working for more than 8 hours without taking any off-duty time. 7. Can time spent waiting to be loaded or unloaded count toward the break requirement? Time spent waiting to be loaded or unloaded is on duty unless the driver has been released from all responsibility for the truck. Except for drivers attending loads of certain explosives, on-duty time cannot be considered as a break. 8. Are drivers using the "100 air-mile radius" or "non-CDL 150 air-mile radius" provisions in ยง 395.1(e) required to take the minimum 30-minute break if applicable? Yes. Drivers operating under the 395.1(e) exceptions may not drive if more than 8 consecutive hours have passed since the last off-duty period of at least 30 minutes. Because they are not required to maintain records of duty status ("logbooks"), they are not required to record the break periods. 34-Hour Restart Drivers can only use the 34-hour restart once every seven calendar days (168 hours). In addition, the restart must include two nighttime period of 1 a.m. to 5 a.m. using one's home terminal time zone. If you go off duty at 7 p.m. on a Friday, for example, you would be eligible to drive again at 5 a.m. on Sunday. After you've taken 34 consecutive hours off duty that include the two nighttime periods, you have your full 60 or 70 hours available again. ............ JULY / AUGUST 2013

JULY / AUGUST 2013

New Hours of Service Q&A

Frequently Asked Questions 1. What is the purpose of the 168hour provision? The purpose of the rule change is to limit work to no more than 70 hours a week on average. Working long daily and weekly hours on a continuing basis is associated with chronic fatigue, a high risk of crashes, and a number of serious chronic health conditions in drivers. 2. Which drivers are most likely to be affected by the 168-hour provision? Drivers who work very long hours (more than 70 per week) on a continu-

ing basis are most likely to be affected by the 168-hour provision. The available data indicate that a small percentage of truckload drivers work these extreme hours. 3. How will inspectors be able to enforce the provision during roadside inspections? FMCSA recognizes that this provision will not always be enforceable during roadside inspections. FMCSA and our State partners will be able to verify compliance with this provision during compliance reviews or other interventions.

4. Who will be affected by the 2-night provision? Only drivers who drive nights and work more than 60 or 70 hours in a week will be impacted. The nighttime operations of the major less-than-truckload (LTL) carriers should be minimally impacted, as their drivers generally receive 2 days off duty a week. Drivers who will be impacted by this provision work heavy and irregular schedules that include some nighttime driving. 5. What is the minimum length of time a driver has to be off duty to get the 2 night periods? The minimum period is 34 hours. Most drivers driving day-time schedules will be able to obtain the 2 nights in a minimum 34-hour restart, if they need to use the restart at all. For example, a driver who begins a restart period when going off duty at 7:00 pm on a Friday would complete the minimum 34 hours off duty at 5:00 a.m. on Sunday. This would have included the required 2 nights off between 1:00 a.m. and 5:00 a.m. Only drivers who have a regular overnight driving schedule and who work more than 5 nights a week will need to take longer restarts to obtain the 2 nights off. 6. If a driver works 10 hours a night 6 nights a week and takes the 7th night off, does he then have to take an extra night off? No, the driver would be working 60 hours in 7 days and would not need a restart to start working again on the 8th day. The driver, therefore, would not need to use the restart provision. 7. Are the two nighttime periods based on the driver’s terminal time or local time, when different? Drivers’ logs are based on the time zone of their home terminal. The 2-night periods are, therefore, set by the time at the home terminal. They are not related to “local time.” JULY / AUGUST 2013

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