Desi Trucking Magazine by Creative Minds

Technology Changing the face of

June 15-16

Tradex Centre Abbotsford tr`kW vwLy bweIAW dw mylw

Trucking qknwlozI ny tr`ikMg dw ichrw-mohrw bdilAw

Delo works in the toughest conditions. Just like us.

Larry Frazier

Carlile Fleet Maintenance Manager

Tony Molesky, Phil Kromm and Jack Jessee

Carlile drivers featured on History Channel’s Ice Road Truckers

“Carlile has used Chevron products for more than 30 years in all of our equipment from trucks to forklifts and everything in between. We operate in some of the toughest conditions, including temperatures to minus 60 degrees. At one point we tried a different product for a short six months and noticed immediately that our tractors were burning twice the amount of oil, so we went back to Chevron Delo 400 and we won’t stray again.”

For more information, visit ChevronDelo.com Fan us on Facebook

Chevron Products are available from the following locations:

CHEVRON CANADA LTD 1500-1050 Pender St. West. Vancouver BC V6E 3T4 Tel: (604) 668-5735

LORDCO AUTO PARTS 22866 Dewdney Trunk Rd. Maple Ridge BC V2X 3K6 Tel: (604) 466-4162 Toll Free: 1 (877) 591-1581

NORTHERN METALIC SALES (GP) 9708-108 St. Grande Prairie AB T8V 4E2 Tel: (780) 539-9555

HUSKY ENERGY CORPORATION 707-8th Ave. S.W. Calgary AB T2P 1H5 Tel: (403) 298-6709

UFA 4838 Richard Rd. S.W. Suite 700 Calgary AB T3E 6L1 Tel: (403) 570-4306

CHRIS PAGE & ASSOCIATES 14435-124 Ave. Edmonton AB T5L 3B2 Tel: (780) 451-4373

RED-L DISTRIBUTORS LTD 9727-47 Ave. Edmonton AB T6E 5M7 Tel: (780) 437-2630

OAKPOINT OIL DISTRIBUTORS 33-A Oakpoint Hwy. Winnipeg MB R2R 0T8 Tel: (204) 694-9100

THE UNITED SUPPLY GROUP OF COMPANIES 2031 Riverside Dr. Timmins ON P4R 0A3 Tel: (705) 360-4355

TRANSIT LUBRICANTS LTD 5 Hill St. Kitchener ON N2G 3X4 Tel: (519) 579-5330

R. P. OIL LTD 1111 Burns St. East Unit 3 Whitby ON L1N 6A6 Tel: (905) 666-2313

CREVIER LUBRIFIANTS 2320 Métropole Longueuil QC J4G 1E6 Tel: (450) 679-8866

NORTH ATLANTIC PETROLEUM 29 Pippy Place St. John’s NL A1B 3X2 Tel: (709) 570-5624

MAY / JUNE 2013

Learn how to get the fairest fuel surcharges, or how to better maximize MPGs. At TeamRunSmart.com, you’ll find a wealth of helpful knowledge and insight from industry experts and successful owner-operators across North America. It’s an online community created to help you run a smarter, more profitable business. Join the discussion today.

SHARE THE KNOWLEDGE AT TEAMRUNSMART.COM

MAY / JUNE 2013

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. www.freightlinertrucks.com. 4/13. FTL/MC-A-1268. Specifications are subject to change without notice. Copyright © 2013. Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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 Roger Puri (Eastern) Jag Dhatt ( Western) 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.designsavy.ca Translator Onkar Singh Saini

Learning Starts with Birth and ends with Death Almost two decades ago, while in college, I was confused when I read the above lines – how could a person study his whole life? But after gaining real life experiences, I understand better the actual meaning of these lines. It’s true that a person learns something new every minute of every day. The only difference is that some people take much more interest Dilbag (Ron) Dhaliwal in learning new things compared to others. Even in the trucking industry, the above lines hold true, as we learn new concepts every day and change with them. In the last 10 years, technology has changed the face of everything, including the trucking industry. This industry has evolved from simple to high tech in a short period of time; trucks and trailers, repairs, paperwork, dispatch, load finding, tracking, fueling, and border crossings have gone high tech these days. Technology has not only made the trucking industry more efficient and productive, it has also increased the competitive speed. If you don’t keep up with this fast-paced industry, you may get left behind by your competition or put yourself out of business. If you are continuously upgrading yourself and your team, you are keeping up with progress; if not, do some self-analysis and find out the causes of the lack of growth. It is not necessary that you learn everything by yourself. There is much talent in the market – just make sure to include the right kind of talent in your team. We always wish you the best of luck and want to see your business growing by leaps and bounds. God bless you and keep you happy…and you try to keep others happy…until next time…

is`^xw jnm nwl SurU ho ky Aqy mrn q`k jwrI rihMdw hY JAG DHATT

ROGER PURI

National & Western Canada

Eastern Canada

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

Cell: 416-875-3820 E: roger.puri@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.

PUBLICATIONS MAIL AGREEMENT #42226512

Postmaster if undeliverable Canadian Address to #235-8138 128 St., Surrey BC V3W 1R1

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COVER STORY

THE Changing Face of My

how things have changed over the years in the trucking industry. It wasn’t all that long ago when drivers had to find a pay phone on the side of the road in order to talk to dispatchers or even family. It wasn’t all that long ago that drivers relied solely on paper maps and atlases to find their way. It wasn’t all that long ago when paper log books, paper manifests, paper tax work, and more were the only option. The examples go on and on. But, time has a way of bringing about new efficiencies and new technologies. While not every driver utilizes every new technological advance it is almost certain the life of a driver today is much different than the life of a driver 40, 30, 20, or even 10 years ago. Just what are some of the changes in the industry? Maps -------------------------------------One of the more obvious changes in technology has been with maps. Drivers might still carry a large atlas with them, but chances are they are relying more on any number of GPS systems available. In fact, there have even been recent changes 6

to the GPS technology where drivers might not even need a separate GPS device if they have a smart phone. ALK Technologies, for example, announced in February that its CoPilot GPS navigation apps for smartphones and tablets will be available for Windows Phone 8 and Windows 8, thus expanding its reach. Improvements continue with GPS technology too. Rand McNally, long known for its paper maps and atlases, unveiled a new 5 inch GPS device for drivers that include Wi-Fi connectivity. Additional real-time data services are available, including real-time traffic, weather updates, fuel prices, local search, route comparisons, team driver managements, fuel economy tracking, and more. As one might expect there are other companies offering new technologies and features for GPS, but the one thing that is constant is that drivers are moving away from the old paper maps and atlases. Your Next Load ------------------------Drivers depend on miles for their income, so finding the next load is always of great importance. In the past a driver

would drop a load and then have to find a pay phone, make a call in to the dispatcher, and hope there was a new load. If there wasn’t the driver generally had to sit tight and make the occasional call via the payphone and check on loads. Technology has certainly changed the way drivers find loads. First, there are the satellite communication systems, such as the ones offered by Qualcomm, where dispatchers can communicate directly with the truck and send messages. No payphone is required. Even with this new communication method loads are not always easily found. But what if the driver is independent or can help the dispatcher find loads? Rand McNally announced a partnership with Getloaded.com, a web-based freight matching service, to provide an exclusive load board for owners of Rand McNally’s IntelliRoute TND truck GPS devices. According to Rand McNally, once drivers activate the load finding service, it automatically searches for freight available in a given area or destination. Drivers can use the data to express their interest in the MAY / JUNE 2013

By Michael Howe

Trucking tr`ikMg dw bdldw srUp load, learn about the load, and schedule the load. Loads can be found in a nearby area, or at a given destination, allowing for significant planning opportunities. If finding a load weren’t enough of a benefit, new technology is available to ensure the profitability of the load makes sense. 123Loadboard.com recently launched of their “Rate Check” feature, giving brokers, carriers and shippers the ability to look up and measure the profitability of truck lanes. This new advancement breaks down profitability of any given load and route through analysis of rate per mile, line haul revenue and average fuel cost per trip With this new technology, as well as other similar opportunities like the Load Boards at truck stops, finding the next load should not require sitting next to a pay phone waiting for a call. MAY / JUNE 2013

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Sn tknwlojI vI pRwpq hY[ieMjxW iv`c Aw rhy suDwrW nwl iPauUl AYPISYNsI vD rhI hY Aqy grIn hwaUs gYsW Gt rhIAW hn[Biv`K hor vI aujvl hovygw[ Fuel Economy -------------------------It really doesn’t matter which period in history one looks at – fuel efficiency has always been an issue for the trucking industry. In fact, the cost of fuel is one of the most significant factors in whether or not a trucking company can be successful as it is one of the greatest costs. So, improving fuel efficiency and taking advantage of fuel savings is something all carriers look to do. Qualcomm is using technological advances to address one aspect of feul economy – the theft of fuel. “Faced with fluctuating fuel prices that are approaching $4.00 per gallon, fleets are increasingly concerned with fuel theft and shrinkage,” says Vikas Jain, vice president of product management and software as a service at Qualcomm Enterprise Services. “On average, most fleets project about 1% to 4% shrinkage. Assuming a conservative 1% shrinkage, this would equate to about 55 dollars per month, per vehicle.” As such, Qualcomm has introduced an Exact Fuel application that monitors and transmits fuel level information directly to fleet managers. This helps in the management of fuel. Even the oils used by truckers are being developed to improve fuel economy. Chevron recently introduced a new engine oil that is said to save up to 3% in fuel economy in Class 6 trucks. The new oil shows up to 3.6% fuel economy improvement in short-haul, Class 6 vehicles and up to 1% improvement in long-haul, Class 8 trucks compared to SAE 15W-40 oil in SAE J1321 Fuel Consumption Tests. And, if you think fuel economy all comes down to new technologies, well you are partly correct – but it is also heavily reliant on the skill of drivers. So, what happens when you have technology available to help drivers become more fuel efficient? Profits increase of course. SmartDrive Fuel has enhanced its program that could improve fuel economy as much as 14%. SmartDrive Fuel focuses on improving drivers’ skills and performance as a way to reduce fuel waste and carbon emissions. By using onboard video technology and services, video analysis and predictive analytics are combined to provide fleets insight into driving performance. This isn’t about big brother keeping an eye on the driver; rather it’s a tool to help the driver improve – just as a quarterback watches

film for the next game. Fuel economy will continue to be an issue for the trucking industry, so future technological advancements to help manage those costs are to be expected. Breakdown Service -------------------There was nothing worse for a trucker to be on the road and then breakdown. Finding service, depending on where you were in the country, could be a challenge. Not only did the driver need to find a pay phone, a phone book, or waive down someone for help, but then there was a question about the quality of service they might receive. Was the shop they are going to trained to do the needed service? Things are different now. FindTruckService. com offers online and mobile application ability for drivers to find the service they need. The goal of this service is to save time and money by offering a location specific search where driver can get the closest qualified service available. They have a database of over 30,000 services, so most of the time drivers receive multiple options – which makes for a more informed decision making process. Administrative ------------------------Whether the driver is independent or part of a larger carrier’s fleet, paperwork and administrative requirements are just not something that can be avoided. Log books, taxes, weight tickets, and more would take more time than was practical in the past. Certain technological advances have changed this so that these items become more automated. Combining a mapping / routing program with IFTA tax tracking can save a great deal of time. This is something Trucking Office recently unveiled with its new software. Advanced routing calculates mileage for the trip based on actual street addresses. It also displays a map of the planned route, and allows a dispatcher to edit the route in line with state jurisdictions and tolls. The company can then use the mileage reports to complete more accurate submissions for quarterly filings under the International Fuel Tax Agreement. According to Trucking Office, “Instead of having to scramble to assemble all the necessary information when the quarterly IFTA filing comes due, the customer can simply click through a series of screens to confirm the information.” Weight tickets are another item that, although not difficult, simply take time away from the road. Drivers would pull up to the scale, weigh their trucks, and then have to get out of the cab and go get a ticket. CAT Scale announced that it is rolling MAY / JUNE 2013

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COVER STORY out a smartphone app that will allow truckers to weigh their rigs without leaving the cab to get a weigh ticket. “Called Weigh My Truck, the app lets drivers pay for the transaction via PayPal and get the weight, including steer, drive, trailer and gross weights, displayed right on their phone. Each weight is verified by the weigh master at the truck stop. The app will also email a PDF copy of the scale ticket or weight information text file to up to five email addresses that the driver specifies,” says CAT Scales. Ultimately this new app could save a driver 20-60 minutes each time they weigh their truck. With the automation and digital nature of most correspondence now, over the road drivers have often been left out of the paperless arena. There has simply been no way to maintain digital records. There are two new advances that will help drivers enjoy the benefits of the digital arena. TripPak Mobile 6.0 is an upgrade to the mobile scanning solution for drivers. “TripPak Mobile gives drivers the ability to update their trip status, confirm pick-up and delivery with signature capture, and capture trip documents for submission, all from the driver’s tablet or smartphone. The new upgrade for TripPak Mobile provides additional resources to ensure image quality when submitting documents to their car-

rier,” says TripPak. UFollowit Inc. has also announced improvements with their paperless tools for drivers. Drivers can now purchase a uScanit ClipBox that essentially becomes a design studio making it easier for a driver’s smartphone to scan quality images. “The solution is aimed at taking advantage of the increasingly affordable smart phone technology that uFollowit developed for document delivery. The goal is to help everyone from the individual owner-operator to large fleets utilize progressive innovations to simplify and advance the efficiency of the freight and transportation industry,” says UFollowit. Machines -------------------------------If there’s one area that drivers have seen many changes in it’s with the machines they drive. Comfort levels have improved, fuel efficiency has improved, ease of driving has improved, and overall driver confidence in the machines has improved. Transmissions, for example, had never been an issue for most professional drivers, though there were those few transmissions that took a little more effort on the drivers part. That has all changed with the advent of the modern transmission, and it looks to be improving even further. Eaton Corp. has just added six new models to its UltraShift Plus automated transmissions. “By lowering the torque ratings in these transmissions, we now have an ideal platform of models for customers who do not

TECH TID-BITS

require the higher-torque engines and are looking for the most efficient transmission technology available,” said Shane Groner, North America product planning manager for Eaton’s Commercial Vehicle Transmission Division. Allison Transmission has also introduced a new TC-10 transmission that is now in production. “TC10 is specifically designed for both city and highway tractor duty cycles and provides a blended architecture with full power shifts, a torque converter and a twin countershaft gear box. It is fully automatic offering smooth, seamless shifting through 10 gear ranges,” says Allison Transmission. Even the engines are improving, which results in improved fuel efficiency too. 2013 on-highway engines will deliver up to 2% better fuel economy compared with the 2012 model-year engines, and they will also meet EPA’s 2014 greenhouse gas and fuel efficiency rules. Interestingly, many of the transmission and engine upgrades are somewhat the result of new regulations. But, improved fuel efficiency as a result will certainly not be a negative. With the passing of time come changes to any industry. The trucking industry is no different and has seen many changes over the years. CB’s to cell phones, pay phones to satellite communication, paperless to digital, paper maps to GPS, and more. If the advancements of the recent past are any indication, the future should be exciting. by JAG DHATT Volvo introduced a new truck and innovations in technology. The new truck, the VNX, is a heavyhaul, high-performance model that is engineered for extreme gross weight applications. To allow for smoother braking and less tire wear, Volvo also unveiled its new suspension, which uses “blades” rather than springs.

Hendrickson’s new Zero-Maintenance Damping ride technology eliminates shock absorbers. Not only will this new technology reduce maintenance, it will also reduce the risks associated with roadside inspections and CSA violations.

Peterbilt announced new advancements in their product line-up and technology. In additional to the new 567 Vocational Truck and the newer version of the Model 579, the company also introduced the new SmartAir and SmartNav systems, which will reduce fuel costs and improve driver comfort. Cummins new 2013 engine line up will boast better fuel economy as compared to the 2012 model-year engines. The 2013 on-highway engines will allow for up to 2%-6% better fuel economy thanks to better gearing and through use of downspeeding.

Meritor announced that its Electronically Controlled Air Suspension (ECAS) is available for OEM installation and as an aftermarket retro-fit. The ECAS system will allow for fuel savings, accurate ride height control, and faster coupling/uncoupling as compared to mechanical leveling valves. MAY / JUNE 2013

MAY / JUNE 2013

Fuel Economy Improvements in 2010 Engines Carriers reportedly have mixed feelings on the fuel economy and maintenance costs of 2010 engines versus 2007 engines, according to Transport Capital Partners’ Business Expectations Survey. Over half of the of carriers indicate that fuel economy has improved with new engines. Close to 40 percent report that there has been no change, however. The discrepancy is more pronounced between large carriers (57% report improvements) and small carriers (32%). “Carriers differ in their measurement systems and tracking procedures, but the real story here is that very few carriers have seen a decline in fuel economy with the 2010 engines. Most of the carriers we talk to have reported overall improvement in MPG in recent years from a combination of technology and training efforts,” says Steven Dutro, TCP Partner. There are also mixed results on maintenance costs with 53 percent of carriers saying that there has been no change in engine-related maintenance costs, yet 40 percent indicate that costs have increased. This time, almost two-thirds of smaller carriers indicate no change in maintenance costs. It may be that some carriers are viewing maintenance costs overall rather than by miles generated over the same early portion of the truck life cycle, i.e., older trucks have higher costs than newer trucks, says Richard Mikes, TCP Partner. “The differences in these responses may simply represent differences in measurement and tracking,” he says. “Significantly, very few carriers report lower maintenance costs for the 2010 engines, and the majority of carriers we know say these costs have increased.”

iPaUl eIkwnomI ieMprUvmYNt ien 2010 ieMjxz iPaUl eIkwnomI Aqy mYNtInYNs lwgq p`KoN 2010 dy ieMjxW bwry kYrIArz dy ivcwr rly imly hn[lg Bg A`Dy kYrIArz dw ivcwr hY ik nvyN ieMjxW nwl iPaUl dI b`cq vDI hY pr 40% dy lg Bg dw ivcwr hY ik koeI Prk nhIN ipAw hY[v`fy kYrIAr 57% Aqy Coty kyvl 32% kih rhy hn ik suDwr hoieAw hY[ TCP pwrtnr stIvn fUtro dw kihxw hy ik tryinMg Aqy qknwlojI dy kMbInySn nwl ipCly kuJ swlW qoN MPG iv`c suDwr AwieAw hY Aqy bhuq G`t kYrIAr hn ijnHW ny 2010 ieMjxz nwl iPaUl eIkwnomI iv`c igrwvt dyKI hovy[ myNtInYNs kwst bwry vI v`K v`K rwey hY[ 53 % dw kihxw hY ik ies iv`c koeI Prk nhI ipAw jd ik 40% dw kihxw hY ik ieh lwgq vDI hY[ho skdw hY ik ieh kYrIAr qih kIqy mIlW dI ibjwey rlI imlI ku`lH lwgq nUM igxdy hox ikauNik nivAW nwloN purwxy tr`kW dI myNtInYNs kwst hmySW v`D huMdI hY[ 12

TECH TID-BITS

by JAG DHATT

Toyo Tire will be increasing its investment and focus on the commercial tire business. In order to accommodate the expected growth, the company will be adding new sales personnel. In addition, Toyo Tire will also be launching new marketing initiatives.

Kenworth introduced the new T880 Vocational Truck and adds the Regional T680 to its line-up. Both of these trucks borrow from other trucks but add new technology like 5-piece hood, triple-sealed doors, air-assisted hydraulic clutch, and of course, changes that allow for better fuel economy.

Dana Holdings showcased their new 40,000-lb tandem, which is targeted at a variety of Class 8 applications. The Spicer AdvanTEK 40 tandem axle will increase fuel economy, improve reliability, reduce vehicle weight, and decrease ownership costs. Production of the unit will begin in early 2014.

Michelin introduced both a new trailer tire and a retread tire. The premise behind both is to increase fuel economy, durability, and provide long tire life. The X Line Energy T offers 10% improvement in rolling resistance over comparable tires. The Energy D’s dual compound tread is the key point in helping combine fuel efficiency and retread life.

Thermo King’s new TriPac Evolution and Truck T-80 Series solutions help customers achieve their business goals while improving energy and operational efficiency. Thermo King says that new smart monitoring systems provide performance, efficiency, and user productivity. MAY / JUNE 2013

Peterbilt’s new “Super Truck” gets 10 MPG

pItriblt dw nvW ‘supr tr`k’

More than two million semis travel between Fort Worth and Vernon, Texas. some 120,000 miles apiece along Amer- That improved efficiency translates into ica’s arterial highways every year at an a $25,000 annual fuel savings per truck average efficiency of just 6 MPG. Six. and a 34 percent drop in green house Miles per gallon of diesel—not even gasses. What’s more, according to a Hummers are that wasteful. However, Cummins press release. In addition to the fuel economy ima new “Super Truck” design by Peterbilt has shown it can go the same distance provements, the truck also demonstratfor half the gas. It’s called the Class 8 Pe- ed a 61 percent improvement in freight terbilt 587. Developed over a four year efficiency during testing compared to a span as part of Peterilt and Cummins baseline truck driving the same route. $77.6 million “Super Truck” program, That significantly exceeded the 50 perthe 587 is built for efficiency. It’s pow- cent SuperTruck program goal set by ered by a six-cylinder, Cummins ISX15 the U.S. Department of Energy. Freight engine with 400-600 HP and features efficiency is an important metric in the a host of enegry saving subsystems, transportation industry that is based on including waste heat collectors, navi- payload weight and fuel efficiency exgation guidance that automatically re- pressed in ton-miles per gallon. routes to maximize fuel economy, and Perhaps most impressive is that low-rolling resistance tires. At 65,000 this accomplishment didn’t require a pounds, the 587 is also 15,000 pounds technological breakthrough to achieve, lighter than the legal maximum. simply the intelligent integration of exAs a result, the 587 notched a rela- isting designs. In addition, nearly all of tively impressive 9.9 MPG—a 54 per- these improvements are fuel-agnostic cent increase over the national stan- in that they can just as easily be applied HowesDieselTruckingS13.pdf 1 2/8/13 9:22 AM dard—during a series of 11 runs along to rigs that run on natural gas or other a 312-mile stretch of U.S. Route 287 alternative fuels.

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Understanding California Environmental Protection Agency

Regulations To

suggest California Air Resources Board’s (CARB) diesel engine rules are controversial is an understatement and their mere existence stokes significant confusion amongst most truckers. Part of the reason for the confusion is because CARB’s website is hard to navigate and their communication of the rules to truckers, especially out-of-state truckers, has been minimal. With nearly 1.3 million commercial motor vehicles in North America paying registration fees to operate in California – a number that does not include over 400,000 trucks registered just in California alone, compliance costs associated with CARB regulations will be measured in the billions of dollars and mostly assumed by owner-operators and small-business truckers. Team Run Smart has been presenting information about CARB since July 2012, but we thought we could really “clear the air” (pun intended) about how CARB regulations came into being, where their authority to regulate came from, and how they impact your operation. How did CARB get their authority? The answer stems from California’s unique topography and huge population densities that are packed into geographic regions surrounded by mountains. Add in millions of automobiles and their cumulative emissions from sitting on California’s eternally clogged freeways and poor air quality was the not-so-surprising result. 14

CARB rYgUlySnz nUM smJxw

(Bwg-1)

ieh kihxw ik “kYlyPornIAW eyAr rIsorz borf” (CARB) dy inXm ivvwdpUrn hn Aqy iehnW nwl tr`kW vwilAW nUM kniPaUzn huMdI hY-TIk nhIN hY[iesdw ie`k kwrn ieh vI hY ik CARB dI vY~b sweIt nyvIgyt krnI AOKI hY Aqy rUlW bwry tr`kW vwilAW nUM Aqy Kws kr dUjy rwjW dy trkrz nUM id`qI jWdI jwxkwrI bhuq G`t hY[ Team Run Smart julweI 2012 qoN CARB bwry jwxkwrI dy rhI hY[ eyQy swfw mksd kyvl hor spSt krnw hY ik CARB dy inXm ikvyN bxy, iehnW nUM lwgU kOx krdw hY Aqy qusIN iehnW qy ikvyN pRBwvq huMdy ho[ CARB hoNd iv`c ikvyN AwieAw? ies dw au~qr kYlyPornIAW dI nvyklI siQqI qoN imldw hY[ phwVW nwl cuPyirEu, iGry ies dy Kyqr sMGxI v`soN vwly hn[l`KW hI vhIkl iesdy PrIvyz qy B`jy iPrdy sn jo iesdI eyAr kuAwiltI iv`c igrwvt dw kwrn bx rhy sn[ qyzI nwl vD rhI v`soN Aqy ifg rhI pUAr eyAr kuAwiltI nUM suDwrn leI 1967 iv`c aus smyN dy gvrnr ronlf rIgn ny ie`k knUMn pws kIqw ijs nwl CARB sQwipq krn dI ivvsQw bxI[ies nwl ieh rwj AmrIkw dw pihlw Ajyhw rwj bx igAw ijsny AwtomobweIlz dIAW AimSnz nUM rYgUlyt kIqw[ 1970 iv`c rwStrpqI ircrf inksn ny XU.AYs. dI EPA (AYnvwiernmYNtl pRotYkSn eyjMsI) sQwpq kIqI Aqy klIn eyAr AYkt (CAA) qy hsqwKr kIqy[CARB nUM ies iv`c spYSl styts id`qw igAw[CAA ny hr rwj nUM Kul id`qI geI ik auh EPA jW CARB ivcoN iksy ie`k nUM lwgU kr skdI hY CAA rwjW nUM pwbMd krdI hY ik auh eyAr kuAwiltI dI ie`k inScq sImW zrUr pRwpq kry nhIN qW PYfrl srkwr aus rwj nUM iml rhI ivqI shwieqw rok skdI hY ijsdw is`Dw Asr aus rwj dI AwrQk aunqI qy pvygw[ XU.AYs. fIzl AimSnz rYgUlySnz XU.AYs. dI EPA kol AiDkwr hY ik auh auqpwdn smyN hI AimSn stYNfrfz inrDwrq kr skdI hY[EPA ny 2004 mwfl dy ieMjxW qoN fIzl AimSnz Gtwaux dw tIcw r`iKAw sI[eyysy qrHW 2007 Aqy 2010 mwfl dy ieMjxW dy fIzl ieMjxW qoN 1990 dy ieMjxW nwloN 90% q`k G`t AimSnz krn iv`c sPlqw imlI[ fIzl ieMjx AimSnz Gtwaux dy nwl nwl EPA ny ieh vI suinScq kIqw ik XU.AYs.iv`c ivkx vwlw fIzl Altrw-lo slPr fIzl (ULSD) hovy jo 15 pwrts pr imlIAn hovy jd ik pihlW ieh 500 ppm huMdw sI[iPaUl iv`c slPr dI mwqrw is`Dy qOr qy pm qy pRBwv pwauNdI hY[

To address poor air quality at a time of exploding growth, California Governor Ronald Reagan signed the legislation creating CARB in 1967, and the state became the first to regulate automobile tailpipe emissions. California’s special status to independently regulate engine emissions is because they were the first to do it. In 1970, President Richard Nixon created the U.S. Environmental Protection Agency (EPA) and signed the federal Clean Air Act (CAA). CARB was given “special status” under the CAA because it was regulating air quality prior to the federal government. The CAA also granted every state the option to choose between U.S., EPA, or adopting CARB regulations. Perhaps most important to truckers, CARB can regulate “in-use” engines. This is authority the U.S. EPA does not possess. The CAA puts requirements on states to achieve certain levels of air quality. Failure to make targets could trigger certain federal sanctions against a state that would conceivably limit economic growth. In 2006, California’s then-Governor Arnold Schwarzenegger became a champion of “climate change” and signed AB 32 – the Global Warming Solutions Act of 2006, which has been used by CARB ever since to further regulate the trucking industry. Governor MAY / JUNE 2013

Schwarzenegger believed California could lead an economic “green revolution” and reduce carbon footprints to 1990 levels (which is a key requirement of AB 32). U.S. EPA diesel emissions regulations. U.S. EPA has authority to establish emissions standards at time of manufacture and certifies the configuration of trucks and engines. The EPA targeted a reduction in diesel emissions beginning with 2004 Model Year (MY) engines. The subsequent steps with 2007 and 2010 MY engines did reduce overall emissions by over 90 percent compared to an engine manufactured in the late 90s – primarily particulate matter (PM) and nitrogen oxides (NOx). In conjunction with the step down in diesel engine emissions, EPA mandated all diesel fuel sold in the U.S. conform to the ultra-low sulfur diesel (ULSD) standard of 15 parts per million (ppm). The previous low sulfur diesel contained 500 ppm of sulfur. The ultra-low standard was necessary for the proper operation of all the new emissions technology. Sulfur content in fuel directly affects overall PM emissions. If you use a yardstick to visualize emissions from diesel engines, an engine manufactured in the late 90s would have equivalent emissions equal to the full yardstick. A 2010 EPA emissions-compliant engine barely registers on the yardstick. Both the EPA engine emissions standards and conversion to ULSD accomplished the EPA’s goal of emissions reductions, but the cost has been high for the industry. Back to why CARB decided to regulate in-use trucks. Diesel engines in on-road trucks contribute only about 2.5 percent of total PM in California air (over 90 percent of the PM in the air you breathe is naturally occurring ranging from sea salt to atmospheric dust). Yet that contribution to air quality became a focus of regulators since there is nothing they can do about the other 90 percent plus contribution to air quality coming from natural sources. Ultimately, the CARB Board voted to impose the diesel engine regulations in spite of significant pushback from a majority of the small-business trucking community. If trucking in California, there are seven specific California Air Resources Board (CARB) regulations currently being enforced on truckers, brokers, shippers and receivers. Your compliance options depend on fleet size, and some of the rules define fleet size differently. This article will focus on compliance for the Statewide Truck MAY / JUNE 2013

rules for those operating one to three trucks. CARB’s website describes which regulations apply to any operation after answering three questions. Unless previously registered with CARB to take advantage of various compliance flexibility options, you will need to be in compliance with each rule that applies to your operation to operate legally in California. If you are not compliant, there is risk to be fined by CARB at one of their random inspections, usually set-up at one of California Highway Patrol’s inspection facilities. The most expensive of CARB’s regulations for truckers to comply with is the

Statewide Truck and Bus rule. A common misconception is thinking the model year (MY) of the tractor is what’s important. The rule is focused on the MY of the truck’s engine. For example, it’s not uncommon for someone to have a 2007 MY truck but because it was built in 2006 it can have a 2005 MY engine under the hood. The chart below describes who must be in compliance right now and remaining compliance alternatives. If you own a truck with a 2007 or newer EPA-compliant engine, you are compliant until 2023. - Joe Rajkovacz Courtesy: www.teamrunsmart.com

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

For more information on this or any other truck powertrain related subject, call Coastline Transmission & Differentials at 604-533-4651 or call us toll free at 1-888-686-4327.

Understanding

your Auxiliary Section…

he auxiliary section on a Fuller manual shift or AutoShift transmission contains gears that are shifted with the trucks compressed air system. By shifting the appropriate 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 and 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. The synchronizer shift is often referred to as the range shift. A transmission with an auxiliary section is like having two transmissions in one, allowing the driver to shift progressively thru the same front section gears twice. On an 18 speed Fuller transmission the ratio difference between low range and high range is 375 percent, while the splitter changes the ratio by only 18 percent. With careful diagnosis, many transmission problems can be attributed to and corrected by only repairing the auxiliary section. One of the most common parts to fail is the synchronizer. The synchronizer operates like a brake and allows for the smooth engagement of the gear and sliding clutch that are rotating at different speeds. In the early stages of failure, a clunk or banging sound is heard when the synchronizer is shifted from one range

to another. As the synchronizer continues to become less effective, louder banging and gear grinding sounds are heard. At this point every time the synchronizer is shifted, pieces of gear and sliding clutch are breaking and contaminating the entire transmission with metal particles. Synchronizers fail for a variety of reasons. A few of the more common reasons for failure are; low transmission oil level, contaminated air system, incorrect air pressure, timing issues such as cracked countershaft welds, and poor driving techniques such as shifting the range button while coasting at high speed. If repaired soon enough, the synchronizer on a Fuller transmission can be replaced for as little as $1000.00 however the average repair is closer to $1500.00. Essentially, the sooner you repair a grinding synchronizer the less chance there is of costly collateral damage. Oil contamination in the splitter cylinder is another common auxiliary section issue on both 13 and 18 speed transmissions. Transmission oil leaks past the splitter piston o-rings filling the cylinder and air lines with oil. Signs of oil contamination range from poor splitter shifts, audible gurgling and oil leaking from the shift knob. This type of failure can usually be repaired for $400.00$600.00, including the installation of new Chevron ESI oil in the transmission.

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

MAY / JUNE 2013

Trucking with

“Cross Border Shopping”

here have always been benefits to both Canadians and American’s to go cross border shopping. Canadians enjoy tempting blocks of cheese, gallons of milk, whipped butter and a tank of cheap gas in the USA. American’s enjoy the expansion to their economy and jobs created by Canadian cross border shoppers. When purchasing trucks and trailers, are there advantages to cross border shopping? Until recently, if a Canadian wanted to purchase a piece of equipment in the USA, they did not have many financing options to choose from and had to pay cash in full. No American company would release their piece of equipment without payment in full, and no Canadian lender would take on the risk of financing a piece of equipment that may not even cross back in to Canada. The equipment seller in the USA was stuck, and so was the equipment purchaser in Canada. The person purchasing also had to arrange all customs paperwork and inspections, which can be a daunting task on your own. Recently, doors have opened up to stop the cross border equipment financing barrier. With as little as 10% down on approved credit, importing equipment such as trucks, trailers, cars and luxury cars have been made simple and easy. The financer sends funds in full to both the equipment seller and customs agents, assists the clients moving the equipment across the border, and helps with federal and provincial inspections after that. It’s quite simple when the finance company holds the purchasers hand throughout the entire process, and relieves them of all stress. American companies have many more potential buyers from Canada entering now entering the market. Recently I have imported many trailers from the USA into Canada. They are a favorite brand name in the market, but the option to purchase was cash only in the past, posing a barrier. It’s not the price, but the weight which is preferred. These quad axle flat trailers are about 2,000 pounds lighter than similar Canadian trailers which is pre18

By: PASH BRAR

ferred. Now with people such as me doing the importing for the client and the financing, this favorite brand name trailer has become a reality. It’s opened up great options for Canadians to purchase this “dream” trailer, and great expansion for the American business selling them. Seeing a cheaper deal out of country may be tempting, but do your homework first before you buy. One must realize there are differences in both trucks and trailers being imported from the USA to Canada. For example, on my first trailer import from USA to Canada there were no inside dust covers to shield the operating parts inside the drum from road dirt. I didn’t notice and neither did the purchaser. No one realized a difference until the inspector at the weigh scale in Canada noticed. The purchaser was not fined, but advised to get them to protect his new trailer and make it last longer. I ordered the covers for the client, and now ensure that all the trailers that I import into Canada do have dust shields. Some imported trucks have had major mismatch issues with them. When purchasing anywhere, you must state what the truck will be hauling, the type of trailer it will haul, where it will go, and the type of terrain and weather conditions that will be encountered. A good salesperson will know exactly what you need and not sell the wrong piece of equipment to you. I know a case of a few Canadian gentlemen that thought they were getting great cheap trucks from the USA. After the import to Canada they realized there were no lockers in the trucks. Without a locker the truck can’t go in the snow. Yet the purchasers did need to go through the snow and terrain in Alberta. Now the purchaser can’t sell these trucks and no dealership wants them as a trade-in because they can’t be sold without a locker. The trucks sit useless costing money, and a complete loss. Horsepower may match on a truck out of country, but they may have differences in such things as lower torque. The rear end ratios are different in the USA from Canada

due to different driving conditions such as terrain, and the twisting power of the shaft is affected. The truck may not be able to address things such as hills and give very poor fuel economy. A truck may be cheaper in the USA, but it also may not be able to haul your load up a hill, cost you a fortune in extra fuel, and you will be stuck with it. If you don’t know enough about equipment when making a purchase, have someone experienced and impartial guide you. Find someone trustworthy to help you and who has nothing to gain from the sale of your equipment. Another setback for purchasing equipment out of country can be the distance and extra costs to travel. The extra cost of flying down or driving down to test drive and inspect before purchase must be factored in to the purchase price. If you don’t inspect first and find a problem later, you are stuck with that piece of equipment which is a big risk. If you decide to purchase the piece of equipment after the initial inspection and test drive, then you have to go back to pick it up, and again factor in the cost to get there, the interim insurance, cost of fuel to drive it back home, customs fees, inspections, exchange rate which is no longer par, and of course time off to go pick up this piece. Costs can add up, and may not be worth importing it after the extra costs are added in. So there are advantages and disadvantages of buying and selling equipment over the border. If you do your homework first, it can be a great experience for both sides. But seek objective guidance before making your final purchase decision. It may be more convenient to go shopping in your own backyard. - 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 and can be reached at 604-716-5294 or pbrar@autoone.ca 7 days a week. MAY / JUNE 2013

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CBP Unveils New C-TPAT System of Records

irkwrf dw nvW C-TPAT isstm

The U.S. Department of Homeland Security has reportedly unveiled a proposal to establish a new Customs-Trade Partnership Against Terrorism system of records, known as the DHS/CBP-018 C-TPAT System of Records. According to an article posted on CBP’s website, this new system of records collects and manages information, including personally identifiable information, about prospective, ineligible, current or former trade partners in C-TPAT and other entities and individuals in their supply chains. The system is said to also collect and maintains personally identifiable information, regarding members of a foreign government secure supply chain program that have been recognized by CBP through a mutual recognition arrangement or a comparable arrangement as being compatible with the program. The C-TPAT program provides a security link portal that allows partners and applicants to access and manage their information. CBP notes that it is publishing this new system of records to notify the public about the system, permit trade partners access to the information they provide, and offer a description of how and where information is collected and maintained. The new system of records will be effective on April 12 unless comments are received that result in a contrary determination. DHS has issued a separate notice in the Federal Register seeking input by April 12 on a related proposal that would exempt portions of this new system of records from one or more provisions of the Privacy Act because of criminal, civil and administrative enforcement requirements. CBP believes that these exemptions are needed to protect information relating to DHS activities from disclosure to subjects or others related to these activities.

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FBI and IRS Raid Corporate Headquarters of Pilot Flying J

According to a recent article on the Fleet Owner Magazine website, Pilot Flying J is under federal investigation. It was reported on April 17, 2013 that the Federal Bureau of Investigation (FBI) and Internal Revenue Service (IRS) raided the Knoxville, TN, corporate headquarters of Pilot Flying J as part of an ongoing investigation believed to center on unpaid customer rebates. Pilot Flying J CEO Jimmy Haslam said two search warrants were served on the company and several subpoenas were issued, including some to members of the company’s sales staff. Haslam said the company has 23 sales people and approximately 3,300 trucking companies with whom Pilot Flying J does regular business. According to Haslam, son of the company’s founder Jim Haslam, all 480 truck stops are operating normally, despite the criminal investigation. “This is a great company. It was Sunday night, it was last night, and it will be going forward,” he said. “We were all shocked by the events of yesterday…Pilot Flying J value number-one is to do the right thing all the time and we steadfastly believe we have done that.” According to Haslam, the investigation appears to be centered on, “a very insignificant number of customers and the application of rebates; that rebates that were owed to the customers were not paid. We, of course, disagree with that.” Haslam said the company is cooperating fully with the investigation. On behalf of the FBI’s Knoxville office, Marshall Stone, FBI spokesman, told WBIR-TV that the FBI could not comment on the investigation, but confirmed that it jointly involved the IRS. Haslam is not worried though, saying that, “The support we have gotten from our trucking company customers has been, candidly, overwhelming. You always wonder about something like this and the reputational hit you might take…we have reached out to almost every trucking company, and many called us last night and showed support.” According to Haslam, the investigation does not involve any state or federal tax issues. The Cleveland Plain Dealer reported that Haslam had rejoined Pilot Flying J in February after stepping down last year during his pursuit of the Cleveland Browns football team. Haslam purchased a controlling 70% interest in the Browns last summer for $1.05 billion. Haslam’s brother Bill is currently governor of Tennessee. Pilot Flying J, which currently operates over 650 travel stops and convenience stores in the USA and Canada, is one of the country’s largest private employers with revenues of about $29 billion, according to Forbes. MAY / JUNE 2013

Scaling Load skyilMg lof I

got a call at 9am Monday morning from one of our teams. They told me that they have been stopped at a scale and the officers won’t let them continue unless they legalize the load. After I got the details from them I found out they were at the California highway scale at the bottom of the grapevine. For those of you unfamiliar with California this scale is I-5 southbound right at the top of the greater LA area. They had a load of small paper rolls. Small for newsprint that is, the rolls weighed about 3000

TRUST

Phone:

lbs. each. They are a little hard for a couple of drivers to manhandle around in the trailer. Some of you are thinking ‘what is the big deal. Just go back to the shipper and have the load legalized”. Well the big deal is the Shipper is 1300 miles and a ferry ride away from the grapevine scale. So this unit had 5 axels and it scaled in California as 12000 steering, 36000 drives and 31000 trailer. That means the total weight is under the 80000 gross weight limit, but the drive axels were overloaded by 2000 pounds. The problem was worse than it sounds as the trailer axel was already slid all the way THE DRIVELINE PROFESSIONALS forward. In order to fix the problem 2000 pounds of cargo would have to be moved from in front of the center point of the trailer to behind the center point of the trailer. If the cargo was small pieces, the drivers might have been able to do this themselves by working on top of the load and moving some of it back. Unfortunately, with cargo like paper rolls a tow truck or a trailer cherry picker would be necessary to move the cargo. www. patsdriveline .com Instead of han#4, 18771-96 Ave, Surrey dling the cargo to Toll-Free: balance the load, we hired a day cab truck

- Ken Davey in LA to pick the trailer and deliver the load. A day cab has no sleeper and so they tend to be about 2000 lbs lighter than a highway truck. It was an expensive solution as it required hiring the day cab for the day. However the cargo was not transferred or harmed in any way. Awpxy iek tIm mYNbr qoN mYnUM ie`k vwr svyry svyry kwl Aw geI ik ie`k skyl au~qy A&sr ausnUM lof A`gy iljwx dI AwigAw nhIN dy rhy j`d q`k ik ieh lIgylweIz nhIN kr ilAw jWdw[ieh Gtnw kYlyPornIAW dy ie`k hweIvy dI sI[ aus kol Coty pypr rolz dw lof sI[hr ie`k rol lg Bg 3000 pONf Bwrw sI[qusIN khogy ik ies iv`c kI AOKI g`l hY[vwps iS`pr kol jw ky lof lIgylweIz krvw lvo[pr , eyQy qW iS`pr 1300 mIl dUr bYTw sI[ ies Xuint dy 5 AYksl sn Aqy kYloPornIAW dI ies skyl qy stIAirMg qy 12000, frweIvz qy 36000 Aqy trylr qy 31000 pONf dw Bwr sI[auNj qy kulH Bwr 80000 dI ilimt qoN G`t hI sI[pr frweIv AYksl qy Bwr ilimt nwloN 2000 pONf vDyry sI[sm`isAw h`l krn leI loV sI ik ies 2000 pONf Bwr nUM trylr dy PrMt dy sYNtr puAwieMt qoN trylr dy ipClyry sYNtr puAwieMt qy iS&t kIqw jWdw[jy kr kwrgo Coty-Coty tukiVAW iv`c huMdw qW frweIvr Awpy ihMmq kr lYNdw pur hux qW to-tr`k jW trylr cYrI ip`kr hoxw zrUrI sI[AsIN kwrgo bYlYNs krn dI QW, ie`k fy kYb tr`k hwier kIqw ikauNik ies iv`c slIpr nhIN huMdw Aqy ies qrHW 2000 dy lg B`g Bwr dw Prk pY jWdw hY[ieh mihMgw h`l qW sI pr ies nwl swnUM kwrgo iSPt nhIN krnw ipAw Aqy nw hI kwrgo dw koeI nukswn hoieAw[ swfI kMpnI iv`c frweIvrz nUM lof skyl krn leI ikhw jWdw hY Aqy skyl dIAW rsIdW MAY / JUNE 2013

dw Bugqwn vI krdy hW[AsIN ieh ies leI krdy hW ikauNik AsIN frweIvrW nUM tYkswz jW nwrQ fkotw rwjW iv`c Euvrvyt lof hox krky keI keI idn skyl qy Psy vyiKAw hY[AsIN frweIvrz nUM nsIhq krdy hW ik auh hr Bwr nUM skyl krn[ hyTW kuJ nukqy hn jo quhwfI shwieqw krngy ik Awpxy Bwr nUM skyl krnw hY ik nhIN:• ijMnW Bwr nUM dUr iljwxw hY EnW hI lof skyl krwauxw zrUrI ho jWdw hY[ • ijs PYktrI jW plWt qoN qusIN Bwr cu`k rhy ho Aqy au~Qy skyl auplBD hY qW zrUr lof skyl kro[ • jy kr quhwfy trYktr qy eyAr-skyl hY qW myXrmYNt lYx vyly iDAwn r`Ko ik qusIN lYvl grwauNf qy ho[ • jy kr qusIN iS`pr qoN pihlIvwr lof cu`k rhy ho qW skyl zrUr kro[ • jy kr lof im`QIAW hoeIAW sImwvW dy nyVy hY qW lof zrUr skyl kro[ • jy kr qusIN v`fIAW iSpmYNts cuk` rhy ho Aqy icMqq ho ik Bwr ikvyN vMfxw hY qW lof skyl zrUr kro[ quhwfI muFlI koiSS iehI hoxI cwhIdI hY ik hr Bwr nUM skyl kIqw jwvy[jykr lof hlkw hY jW iS`pr Ajyhw hY ijs dw lof qusIN Aksr FoNhdy rihMdy ho qW skyl krn nMU twilAw jw skdw hY[quhwnUM Awpxy DMdy dI jwxkwrI hY Aqy qusIN jwxdy ho ik lof skyl nw krnw ikMnw mihMgw pY skdw hY[ At our company we ask drivers to scale every load and we pay for any scale receipts the drivers and contractors bring in. We do this because we have had drivers trapped for days at a scale in Texas or North Dakota with overweight loads. We teach drivers to scale every load. We don’t pay specifically for the time and trouble it takes to scale as those types of activities are covered in the mileage rate. Drivers every day decide to scale or not scale a load based on their own experience and if the time required to scale will be worth the effort. Experience is definitely the best teacher. Unfortunately it is also the most expensive. Remember, You may not have experienced it, but it dose happen where you will be trapped at a scale far from home. The scale officers will not let you continue if you are significantly overweight on any axel. Here are some things that might help making the decision to scale or not a little easier: • The farther the load is going, the more effort you need to put into getting the load scaled. • If the factory or plant where you pick up has a scale - scale the load. They have made their loads easy to scale because they load to maximum and will be close to the limit on every load. • If you have an air scale on your tractor, be sure you are on flat, level ground when you take your measurements. If you can’t get a clear reading – scale the load. • If this is the first time you are picking up from the shipper- scale the load. Usually, the weight a shipper puts on a bill of lading is a calculated weight. That means that they have added the weighed one or two boxes and then simply multiplied the weight times the number of cartons in the load. • If you are loaded close to the maximum for your tractor, scale the load. It is important to get across scales and how the load is balanced on your truck will affect the handling characteristics of the vehicle. • If you are picking up large mark ltl shipments and are concerned about how the weight is distributed in your trailer, scale the load. Well, this is one of those very rare and yet very expensive problems. My friends at the grapevine scale are out 2 days of team running and $600 for the day cab delivery. That is relatively cheap. I once had to send a truck 1200 miles to take 6000 lb of transferred freight off an operator that trapped at a scale in Montana. As with many decisions in truck driving, what you do in small situations can have large consequences down the road. Your basic efforts should make you scale every long haul load unless you have a reason not to. A reason not to could be that the load is relatively light or perhaps, you have hauled for the shipper often. You know your business and now you know that not scaling a load can be expensive. You can read more articles like this one at www. krdavey.blogspot.ca or check out trucking specific safety information at www.safetydriven.ca MAY / JUNE 2013

mIfIAm ryfIAl twier

quhwfIAW ^ws Aqy mh`qvpUrn loVW dw vDIAw h`l ryfIAl tr`k twier quhwfIAW ^ws jrUrqW nUM iDAwn iv`c r`K ky ifzwien kIqw jWdw hY[ smwrt vy duAwrw pRmwixq mwfl mOjUd hn[

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MAY / JUNE 2013

Use of eLogs increased dramatically The percentage of carriers using electronic logs (elogs) on all their trucks increased dramatically -- from 25 per cent in May 2012 to 35 per cent of carriers in February 2013, according to Transport Capital Partners’ (TCP) First Quarter 2013 Business Expectations Survey. Two-thirds of responding carriers are already testing or utilizing elogs on their trucks and another 10 percent of carriers are considering he technology but have yet to make the transition. Seventyone percent of smaller carriers are still not utilizing elogs, however, while 43 per cent of larger carriers have all their trucks on elogs. “Carriers we have spoken with who have fully implemented elogs in their operations report improved CSA scores,” notes Steven Dutro, TCP partner. Almost 50 per cent of drivers have changed their hiring standards changed their incentive programs for clean inspections in a bid improve CSA scores. “The industry continues to report adjusting to CSA, but in varying degrees and still with some controversy over reporting,” says Richard Mikes, TCP partner. Carriers report the number of shippers who are concerned about carrier CSA scores increased slightly, from 79 percent to 84 percent since May of 2012. “The cost of compliance, along with decreasing productivity, the corresponding decrease in driver earnings, and the planned tightening of hours-of-S\service rules are part of the regulatory burden which has both directly and indirectly impacted carriers,” says Mikes.

eI-lwgz dI vrqoN vDI kYrIArz duAwrw Awpxy trkW qy eIlYktrwink lwgz dI vrqoN hYrwnI jnk p`Dr q`k vDI hY[ies dI vrqoN ijhVI meI 2012 iv`c 25% sI vD ky PrvrI, 2013 q`k 35% ho geI sI[ 2/3 kYrIAr pihlW hI eI-lwgz dI vrqo kr rhy hn jw tYst kr rhy hn Aqy hor 10% ies nUM Apnwaux dI soc rhy hn[Coty kYrIArz iv`coN 71% ies dI vrqoN nhIN kr rhy jd ik v`fy kYrIArz iv`coN 43% dy tr`k eI-lwgz vrq rhy hn[ CSA skor suDwrn leI lgBg 50% frweIvrz ny klIn ieMspYkSnz Kwqr Awpxy hwieirMg stYNfrfz bdl ley hn Aqy ieMnsYNitv progrwm bdl ley hn [ieMfstrI CSA Anuswr AYfjst ho rhI hY[kYrIAr dy CSA skor bwry iSprz meI, 2012 qoN pihlW nwloN kuJ v`D iPkrmMd hn[Gtdy auqpwdn, frweIvrW dI kmweI iv`c igrwvt Aqy s^q Awvr-Aw&-srivs rUlz ny is`Dy Aqy Ais`Dy qOr qy kYrIArz nUM pRBwvq kIqw hY[

Obama pushes $21 billion infrastructure plan

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According to a report from The Hill, President Barack Obama unveiled a plan to build publicprivate partnerships to improve infrastructure around the country. The President said the plan will be part of his 2014 budget, which will be released April 10. One of the key anchors of the plan is an infrastructure bank — much like one in a bill pushed by the Senate earlier this year — that would establish $10 billion of public and private funding that encourages private investment in infrastructure. The plan also includes a program in which $4 billion would go to support the Transportation Infrastructure and Innovation Act. TIFIA works to also pull in private and nonfederal funding for projects by offering loans, loan guarantees and credit lines. Lastly, the President’s plan includes $7 billion in tax incentives for states and localities to boost infrastructure project investment.

d ih`l qoN ipCly h&qy pRwpq rIport Anuswr rwStrpqI aubwmw ny dyS iv`c mu`Flw FWcy dy suDwr leI ie`k Xojnw aulIkI hY jo pbilkpRweIvyt ih`sydwrI nwl lwgU hovygI[ ieh Xojnw 2014 dy bjt dw ih`sw hovygI[ ies Xojnw dI mh`qv pUrn g`l mu`Flw FWcw bYNk hY ijhVw 10 iblIAn fwlr dy pbilk qy pRweIvyt PMfW nwl sQwpq kIqw jwvygw[ies nwl mu`Fly FWcy iv`c pRweIvyt ienvYstmYNt nUM bVwvw imlygw[ies Xojnw iv`c trWsprot mu`Fly FWcy leI 4 iblIAn fwlr Krcx dw pRogrwm vI hY[rwStrpqI dI ies Xojnw iv`c aunHW rwjW leI jo mu`Flw FWcw pRwjYktW iv`c puUMjI nvyS krngy, 7 iblIAn fwlr tYks CotW v`joN vI Krcy jwxgy[

MAY / JUNE 2013

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MAY / JUNE 2013

U.S. Department of Transportation Launches “Protect Your Move” Campaign to Help Consumers Spot the “Red Flags” of Moving Fraud The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) announced the launch of its new moving fraud prevention campaign to inform consumers about how to spot the “red flags” of fraudulent or dishonest movers. The “Protect Your Move” campaign (www.protectyourmove.gov) seeks to give the nearly 35 million Americans who move each year the information they need to protect themselves from unlawful movers. “Moving is an exciting, but hectic time – the last thing families should have to worry about is whether or not their personal belongings will arrive at their new house,” said U.S. Transportation Secretary Ray LaHood. “By showing consumers how to look out for red flags before they move, we are arming them with information they can use to protect themselves, their move and their memories.” FMCSA has produced a new public

service announcement warning consumers of the “red flags” they can spot prior to a move. By visiting www.protectyourmove.gov, consumers can view the video, and find tools and resources to help them before, during and after a move. Resources include a moving fraud prevention checklist, a moving broker checklist and tips for a successful move. Consumers can also search a company’s complaint history and compare safety records of companies nationally. “Consumers need to know how to spot the bad movers and feel confident they are selecting a reliable, safe, and responsible moving company,” said FMCSA Administrator Anne S. Ferro. “While the majority of movers are reputable, consumers need to be aware of how to avoid those who are not.” More than 5,800 household goods moving companies are registered with FMCSA. In 2012, FMCSA received over 3,100 consumer complaints about household goods movers, up from 2,851

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in 2011. Among the most common complaints are shipments being held hostage; loss, damage or delay of shipments; unauthorized movers; and deceptive practices, such as overcharges. Nationwide, the top ten cities with the greatest number of consumer complaints in 2012 were Los Angeles, New York, Houston, Chicago, Seattle, Atlanta, Austin, Orlando, San Antonio and San Diego. Some of the most common “red flags” of fraudulent or dishonest moving companies include: 1. Not providing an in-home estimate, 2. Asking customers to sign incomplete documentation, and 3. A company failing to register with FMCSA. Consumers can report unsafe and poor performing moving companies by calling FMCSA’s nationwide complaint hotline at 1-888-368-7238 (1-888 DOTSAFT) or by visiting www.protectyourmove.gov.

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MAY / JUNE 2013

Minister Fletcher to Truckers: Feds Addressing Industry Issues Minister of state for transport, Steven Fletcher, told a large gathering of carrier members of the Canadian Trucking Alliance that he will recommend the federal government moves to address several issues affecting the industry, including improving highway infrastructure, continuing to work on an EOBR policy and reducing the “regulatory burden” on the industry by streamlining rules from province to province. Fletcher, who has been travelling across Canada meeting trucking industry representatives about the business issues they face, wrapped up his tour with a stop at the CTA’s annual spring retreat. Fletcher said Transport Canada has a limited role in regulating trucking, but at the same time it is responsible for a number of issues affecting the industry, including hours of service and environmental regulations and ensuring that trucking safety rules remain consistent across the country. “Your industry is a critical link in the supply chain that moves goods from producers and suppliers to markets. Without it our domestic transportation system, our trade with the U.S. and the entire Canadian

economy would look about as good as the chances of the Phoenix Coyotes winning their division this year,” the charismatic Winnipeg Jets fan quipped, prompting chuckles from a room of over 100 carrier owners and managers. “As the saying goes, if you got it a truck brought it.” On improving border infrastructure, Fletcher emphasized the federal government’s recent spate of funding announcements for various Canada-US land crossings as part of the Beyond the Border Action Plan. He said the funding will increase capacity for commercial traffic, reduce wait times at the border and strengthen security. “But crossing the border is just part of the journey. You also need good roads to get the goods there,” said Fletcher, adding that the CTA’s infrastructure wish list has been invaluable in helping the government prioritize projects. He added that he and Transport Minister Denis Lebel are meeting with trucking industry stakeholders to guide development of a future long-term strategy under the Building Canada Plan. Fletcher said that Transport Canada is working with the provinces and territories on Safety Rat-

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ing Reciprocity and to establish National Safety Code standards. Based on the meetings with trucking associations across the country, he understands the importance of such issues as roll stability control, indemnification clauses in freight contracts, and EOBR legislation. In response to a question of whether he will include a recommendation to adopt an EOBR mandate, Fletcher fell short of making a commitment, indicating there are still issues to be ironed out. However, he said “it seems like a no brainer” as a way to improve highway safety and level the competitive playing field. A hot topic at this year’s retreat, the driver shortage was another issue Fletcher weighed in on. He identified the driver shortage as a major problem – in particular “in the fast-growing Western provinces” – and acknowledged that efficient, freeflowing cross-border trade with the U.S. is also vital to the health of the trucking industry. Before closing, Fletcher highlighted his government’s “commitment to streamlining regulations and reducing the regulatory burden on Canadian businesses,” namely, for trucking, by harmonizing rules across Canada and with the U.S. “The goal is clear but getting there, as you know, can be more difficult.”

ACT Research: Failing Class 8 Cancellations Precursor to Stronger Demand COLUMBUS, IN – Class 8 orders rose above 20,000 units for a sixth consecutive month in March, but fell sequentially for the first time since November. March Class 8 net orders totaled just over 22,000 units. Medium duty net orders totaled 15,400 units, a volume just below February and year ago March levels. This updated status of the North America commercial vehicle market was included in the State of the Industry report, recently released by ACT Research Co. (ACT). The report covers Classes 5 through 8 vehicles for the North American market. “Reflecting healthy economies and perhaps currency strength, Class 8 orders bound for Mexico and Canada rose to levels last seen in late 2011,” said Kenny Vieth, ACT’s president & senior analyst. “Positively, cancellations fell to their lowest levels since Q3’10 for the second time in the past 3 months. Declining cancellation trends in the U.S. & Canada bode well for the future,” he added. Underlying MD vehicle demand, stronger bus and RV orders month over month and year over year offset a pullback in step van orders. Classes 5-7 truck orders were flat from February to March. MAY / JUNE 2013

MAY / JUNE 2013

TECHNOLOGY and UPTIME! Hello you hard working Truckers!

Today’s trucks are significantly more complex and electronically advanced than ever before. A bi-product of this advancement is the complexity of instrumentation. The infamous “check engine lights” are at the heart of this complexity. There are many perceptions out there about these lights that are simply not true. We want to take a moment and give you an understanding of these lights that can save you valuable time and money.

CHECK ENGINE: This light will illuminate when a fault has occurred on the engine’s electrical or mechanical system. This light does not mean that the truck needs to be pulled out of service right away. It is recommended to have the light looked into at the end of your day. It is also important to understand that when this light goes on, it is merely an indicator that tells the driver that one out of over 700 or more engine related conditions could be malfunctioning. It does not specifically identify which one. The unit needs to be hooked up to diagnostic software to further diagnose the failure.

STOP ENGINE: This light literally means to stop your engine. If this light illuminates, it is strongly recommended to stop your engine and arrange an appointment with your nearest dealer right away.

AFTER TREATMENT SYSTEM: This is the newest light to the family and it has come into our world with the addition of after treatment systems. This light is a fault indicator for the emissions system. When this light is on you need to have your truck looked at as soon as possible as a fault detected in this system will cause your unit to shut down or go into a de-rate mode.

MAY / JUNE 2013

Government of Canada welcomes Presidential Permit for Detroit River International Crossing OTTAWA — The Honourable Lisa Raitt, Minister of Labour and Member of Parliament for Halton, on behalf of the Honourable Denis Lebel, Minister of Transport, Infrastructure and Communities, Minister of the Economic Development Agency of Canada for the Regions of Quebec, and Minister of Intergovernmental Affairs, today welcomed the signing of the Presidential Permit for the Detroit River International Crossing (DRIC) / New International Trade Crossing (NITC). The permit is required in the United States to allow the construction of the new publicly-owned bridge between Windsor, Ontario and Detroit, Michigan. “Canada and the United States are each other’s most important trading partners. The Presidential Permit represents an important step towards a new bridge which will be needed for growing trade and traffic at the busiest Canada-U.S. commercial border crossing with over 8,000 trucks crossing each day,” said Minister Raitt. “This project will create thousands of jobs and opportunities on both sides of the border both during the construction period and in the years to come.” The crossing is one of Canada’s top infrastructure priorities. In addition to the new six-lane bridge, the project includes state-of-the-art inspection plazas and an interchange with Interstate-75 in Michigan. “One-quarter of all U.S.-Canada trade, which is the world’s largest two-way trading relationship, crosses at Windsor-Detroit,” said Jeff Watson, Member of Parliament for Essex. “The Detroit River International Crossing will make a vital contribution to our community, the auto industry, Canada’s economy and the well-being of both countries.” With the signing of the Presidential Permit, the project can now advance to the next steps including acquisition of properties in the U.S., relocation of utilities, land clearing and more detailed design in preparation of the procurement process to select a successful MAY / JUNE 2013

private sector partner to design, finance, build, operate and maintain the new crossing. In June 2012, Prime Minister Stephen Harper and Michigan Governor Rick Snyder announced the signing of the Crossing Agreement. Under that agreement, Canada will be responsible

for constructing, financing and operating the new crossing. The new crossing is also a key component of the Continental Gateway and trade corridor. It further advances Canada’s commitment to a secure and efficient border which improves the flow of people and goods.

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myrw nwm tOm ikauNtn hY Aqy TMfy mOsm dI frwieivMg nUM horW nwloN Swied ijAwdw jwxdw hW, mYN ipCly 34 swlW qoN knyfw dy s^q TMf dy mOsm iv`c tr`k clw irhw hW, jd qwpmwn -40 ifgrI q`k hyTW clw jWdw hY[ mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel dI shwieqw nwl, mYnUM kdy vI Awpxw ieMjn stwrt krn iv`c muSikl nhIN AweI BwvyN ijMnI mrzI TMf hovy[ AglI vwr jdoN qusIN vI qyl bdlI krvwE, mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel hI vrqo[ My name is Tom Quinton and not many guys know cold weather driving like I do. I’ve been driving 34 years in severe weather conditions in Canada, where temperatures reach -40 degrees C. With the help of Mobil Delvac™ heavy-duty diesel engine oils, I’ve never had any trouble starting my trucks, no matter how cold it has been. Next time you change your oil, switch to Mobil Delvac heavy-duty diesel engine oil.

MAY / JUNE 2013

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& Small Carriers

The US Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, and Accountability (CSA) program has resulted in many questions and misunderstandings since its inception. The reality is that CSA is a tool by which the FMCSA can evaluate and measure the safety of motor carriers and driver. The FMCSA uses CSA to score carriers based on their history, and those carriers that do not score well will receive additional scrutiny from the FMCSA. The size of the carrier is largely irrelevant to the FMCSA for the ultimate purpose, but can be a factor in how scores are calculated. The scoring system itself is not overly complicated, but there are several aspects to it that can make it challenging to fully understand. Essentially, scoring is based on roadside inspections, violations identified in the roadside inspections, and crash reports. This data then quantifies FMCSA’s Behavior Analysis and Safety Improvement Categories (BASICs). CSA BASICs include unsafe driving, hours of service (HOS) compliance, driver fitness, controlled substances/alcohol, vehicle maintenance, hazardous materials (HM) compliance, and crash indicators. A carrier’s measurement for each BASIC

depends on the number of adverse safety events, severity of violations and / or crashes, and when the adverse safety events occurred. According to the FMCSA’s SMS Methodology Report, “The violation of severity weights have been converted to a scale from 1 to 10 for each BASIC, where 1 represents the lowest crash risk and 10 represents the highest crash risk relative to the other violations in the BASIC.” Each of the BASICs are scored independently and are not necessarily equal. For crashes, the impact of the event is what determines severity. A greater weight is scored for those crashes involving injuries, fatalities, or that involve the release of HM. Lesser weight is scored for those that are less extreme and perhaps only required being towed from the scene. Timing is also important – that is, the more recent the event the greater the weight. More recent events will have a greater impact on a carrier’s BASIC and Crash Indicator measures than older events. The severity for any event within the last 6 months is multiplied by 3; between 6 and 12 months ago it is multiplied by 2, and events that took place between 12 and 24 months ago are multiplied by 1.“When safety events become older than two years, they are no longer used to assess a carrier’s safety COMMERCIAL TRAILER SALES & PURCHASES in the CSMS,” states the FMCSA’s Car• Fleet Liquidations rier Safety Measure• Consignments ment System (CSMS) • Specializing In Methodology Report. CSA is designed Used Trailer Sales www.pikeenterprisesltd.ca in such a way that similar sized carrier scores are compared Fax: 604-625-3697 Email: b.pike@shaw.ca against one another. This is done primarily 17276-104A Ave, Surrey, BC V4N 5M3 through the measureMain Yard at 18991 96th Ave, Surrey, BC

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ment of two of the BASICs, Unsafe Driving and Crash. Both of these use a different process for calculating the measures than the other BASICs. These two measurements involve dividing the total of all severity and time-weighted violations by the company’s number of trucks, or power units. These are multiplied by a utilization factor based on the carrier’s average miles per power unit, as identified from the carrier’s MCS-150s over the past 18 months. Coty kYrIArz nUM CSA ikvyN pRBwvq krdw hY? FMCSA ikhVy kYrIArz dI pVqwl krygI ieh kYrIAr dy Akwr qy inrBr nhIN krdw pr kYrIAr dy skor ikvyN igxyN imxyN jWdy hn nUM pRBwvq krn vwly PYktrz iv`c Akwr vI ie`k PYktr hY[pihlw svwl ieh hY ik CSA hY kI Aqy ieh kI krdI hY? CSA (kMplwieMs, sy&tI, AkwauNitiblytI) iek pRogrwm hY ijsnUM PYfrl motr kYrIAr sy&tI AYfminstRySn (FMCSA) kYrIArz dw mulWkx krn leI vrqdI hY[ieh mulWkx kYrIArz dI kMplwieMs qy krYS ihstrI qy ADwrq huMdw hY[ skoirMg ikvyN huMdI hY? skoirMg rof sweIf ieMspYkSnW, rof sweIf vwieElySnz, ieMspYkSn rIpotW Aqy krYS rIpotW qy ADwrq huMdI hY[vwieElySnz dI kTorqw Aqy smW vyiKAw jWdw hY[vyiKAw jWdw hY ik ausdw krYS dy kwrxW nwl kI sbMD hY[kTorqw dw mwp dMf 1 qoN 10 q`k huMdw hY[smyN dy PYktr leI vyiKAw jWdw hY ik ikMny smyN iv`c ikMnI vwrI vwieElySn hoeI hY[ipCly 6 mhIny iv`c hoeI ieMspYkSn, vwieElySn jW krYS nUM 3 nwl guxw kIqw jWdw hY[jykr Gtnw 6 qoN 12 mhIny iv`c vwprI hY qW 2 nwl guxw kIqw jWdw hY Aqy ipCly 12 qoN 24 mhIny dw smW hY qW guxW 1 nwl kIqw jWdw hY[ 24 mhIny qoN purwxIAW eIvYNts nUM skoirMg leI nhIN igixAW jWdw[ bhyvIAr AnYlyisz Aqy sy&tI ieMprUvmYNt kYtwgrIz (BASICS) iv`c swrIAW svIAr Aqy tweIm-vytf vwieElySnz nUM tweIm-vytf ieMspYkSnW nwl Bwg id`qw jWdw hY[ies qoN pqw lgdw hY ik pRqI ieMspYkSn MAY / JUNE 2013

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vwieElySn ryt kI hY[byisks iv`c An syP frweIivMg Aqy krYS dy AMk igxn dw FMg v`Krw hY[jdoN ie`k kYrIAr dIAW BASIC myXrz lY leIAW jWdIAW hn qW iPr aunHW

nUM duUjy kYrIArz nwl kMpyAr kIqw jWdw hY[ kMpYrIzn dw kMm SurU krn l`igAw, kYrIArz dy syPtI eIvYNt grups bxwey jWdy hn[grupW dw bys vwieElySnz, Aqy krYSz dI igxqI qy inrBr huMdw hY[ies qrHW Coty kYrIArz dI qulnw vI Coty kYrIArz nwl kIqI jWdI hY Aqy vifAW dI vifAW nwl[ hr gru`p iv`c ijs kYrIAr dy sB qoN G`t AMk huMdy hn Bwv 0 AMk ausnUM s`B qoN vDIAw kYrIAr igixAW jWdw hY[100 AMk vwlw s`B qoN GtIAw kYrIAr igixAw jwvygw[bwkI

swry kYrIArz dw skor 0 Aqy 100 ivckwr hovygw[ikauNik ieh isstm DOT nMbrW qy ADwrq hY, ies leI jykr qusIN EnrAprytr ho qW AMk is`Dy quhwfy Awpxy DOT nMbr iv`c cly jWdy hn pr jykr qusIN lIz qy ho Aqy dUsry dy DOT nMbr qy Apryt kr rhy ho qW quhwfIAW ieMspYkSnW Aqy vwieElySnz dy AMk ausdy DOT nMbr iv`c cly jwxgy[ frweIvrz skoirMg isstm frweIvrz dy skor igxn dw isstm v`Krw hY[swry frweIvrz dw skor “frweIvr syPtI myXrmYNt isstm” ADIn mwipAw jWdw hY[auNj qy ieh vI auprly isstm vWg hI kMMm krdw hY, pr &rk ieh hY ik frweIvr nUM kuJ tYknIkl vwieElySnz leI izmyvwr nhIN TihrwieAw jWdw Aqy frweIvrW leI tweIm vytyj isstm vI v`Krw hY[frweIvrz dw skor ieMfIpYNfYNtlI igixAw jWdw hY[koeI Prk nhIN pYNdw ik auh iks kYrIAr leI kMm kr irhw hY jdoN ieMspYkSn jW vwieElySn huMdI hY[frweIvr skor gupq huMdy hn Aqy kyvl FMCSA duAwrw vrqy jWdy hn[ ieh jwnx leI ik iks frweIvr dw

skor hweI hY[ mYN Awpxy byisk skor ikvyN cMgy kr skdw hW? kYrIAr vjoN jW frweIvr vjoN cMgy byisk skor pRwpq krn dw s`B qoN Aswn qrIkw cMgI ieMspYkSn krwauxw hY[pMj byisks iv`c vwieElySn PrI ieMspYkSn is`Dw Prk pwauNdI hY pr Ansy& frweIivMg Aqy krYS dIAW do byisks cMgI ieMspYkSn AMkiVAW iv`c shwieqw nhIN krdI pr auh quhwnUM nukswn vI nhIN krdI ikauNik AjyhI vwieElySn nhIN hoeI huMdI jo byisks dy skor iv`c Awvy[ Coty kYrIAr v`joN cxOqIAW kI hn? Coty kYrIAr v`joN jy kr quhwfw skor burw ho jWdw hY qW ies iv`coN inklxw muSkl ho jWdw hY[cxOqIAW dw h`l qW iehI hY ik vwieElySn hox hI nw id`qI jwvy[huMdw kI hY, jdoN Cotw kYrIAr mwVy skor iv`c Ps jWdw hY qW aus kol ieMspYkSnW dw lMbw cOVw ADwr nhIN huMdw ij`Qy ik auh vwieElySnz nUM vMf sky[is`ty v`joN hr vwieElySn kYrIAr dy Basic myXr qy fUMGw pRBwv Cf`dI hY[v`D byisk skor hox kwrx Coty kYrIArz kol ieMspYkSnz vDwaux dw rwh nhIN huMdw[au~cy skor nUM Gtwaux leI cMgI ieMspYkSn pRwpq krnI muSkl huMdI hY[ies leI cMgw hovy jy SurU qoN hI vwieElySnz qoN bicAw jwvy[ Other than those two BASICs, the others are calculated by the total of all severity- and time-weighted violations divided

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by the time-weighted inspections a carrier has undergone. This then becomes a “violation rate per inspection.” Under CSA, differences between carriers are accounted for by placing carriers in safety event groups based on the number of safety events. Ultimately, small carriers are compared to small carriers and large carriers are compared to large carriers. Percentiles from 0 to 100 are then determined by comparing the BASIC measurements of the carrier to the measurements of other carriers in the peer group. A percentile 100 indicates the worst performance. The carrier with the best (lowest) measure in each group gets a “percentile rank,” or BASIC Score, of “0.” The carrier with the worst (highest) measure in the group gets a BASIC Score of “100.” All other carriers in the group will have a score in between these two extremes based on their BASIC Measure. As one might expect, those carriers in any given grouping that do not perform well will receive the attention of the FMCSA by being placed on the “intervention list.” Once on that list a carrier can expect the FMCSA to take action against them, which might include a warning or an investigation. The CSA system uses DOT numbers as its basis for assigning scores. This means that if a driver is an owner-operator operating under its own DOT number, all inspections and violations are scored directly against that DOT number. If the driver is leased onto another carrier and operates under that DOT number, inspections and violations are scored under that DOT number. The challenge for small carriers or independent operators comes as a result of their size. Each of the basics, for example, has minimum standards. So, if a carrier does not have enough data in a BASIC, such as inspections, violations, and crashes, then the carrier is not scored in that BASIC. But, once a small carrier or independent operator gets a score the challenge becomes even greater because there is generally not a broad base of inspections so any violation becomes exaggerated in the measurement. Each violation will have a significant impact on the BASIC measures and the scores. One might thing that the inclusion of Safety Event Groups would help with this, but the reality is it does not. In most BASICs, the smallest Safety Event Groups are based on 3 to 10 inspections or 5 to 10 inspections. One violation spread over 3 inspections has quite a different impact than MAY / JUNE 2013

one violation spread over 10 inspections. As a small carrier it is unlikely there will be a significant number of inspections, thus the challenge. It’s also unlikely the number of inspections for a small carrier or independent will increase, so raising a score can be a challenge. Once a small carrier has a bad score it is difficult to improve it. The best way, whether a large or small carrier, to improve inspections is to have good inspections. It should also be noted that not all violations and CSA scores directly impact the driver because the driver scoring system is

different. Drivers are scored in the Driver Safety Measurement System (DSMS). The DSMS is essentially the same, but drivers are not held responsible for certain technical violations and the driver system uses a different time weighting. Drivers are also scored independently of carriers, so the scores will follow the driver regardless of where they are employed. For small carriers, succeeding in the CSA environment is simple – avoid violations. Those wishing to learn more about CSA are encouraged to visit http://csa. fmcsa.dot.gov

Applying Business Strategy in Trucking B

usiness Strategy is the premier tool for management to drive a company forward in this competitive world. Many new trucking business owners mistakenly ignore the need of formulating a solid business strategy. They consider their years of driving experience as a replacement for having to worry about business strategy. Of course driving experience is an asset, but it is not a guaranteed pass to be successful in the trucking business. Today, strategic planning has become more important to trucking companies because technology and competition have made the business environment less stable and less predictable. In order to survive and prosper, trucking companies need to take the time to identify the niches in which they are most likely to succeed, and to identify the resource demands that must be met. One other misconception about business strategy is that some people think strategic planning is something meant only for big businesses. It is equally applicable to small businesses. Strategic planning is matching the strengths of the business to available opportunities. This is done effectively by collecting, screening, and analyzing information about the business environment. The business owners need to have a clear understanding of their business - its strengths and weaknesses. They need to develop a clear mission, goals, and objectives. Acquiring this understanding often involves more work than expected. Throughout the year, trucking business owners keep themselves occupied in managing the day to day business operations. The operational activities include but are not limited to: 38

- Dara Nagra MBA PMP ®

• Finding good, profitable loads or freight contracts • Ensuring return trips • Billing/Invoicing freight brokers • Managing cash flows (accounts receivable/payables)

• Driver recruitment and retention • Payroll and incentives for staff • Equipment service and maintenance • Paper work, record keeping, permit renewals • Safety and Compliance issues • Technology infrastructure (computers, software) • Business Continuity (preventing and avoiding interruptions) The list can go on and on. With this

many activities occupying the truck business owner’s mind, it is obvious that there is not enough time to think about strategy. But, what is Strategy? Strategy is the direction and scope of an organization over the long-term; which achieves advantages for the organization through its configuration of resources within a challenging environment, to meet the needs of markets and to achieve higher profits for the organization. In general, the company strategy answers the following questions: 1. Where is the business trying to get to in the long-term (Direction) 2. Which markets should a business compete in and what kinds of activities are involved in such markets? (Markets; Scope) 3. How can the business perform better than the competition in those markets? (Advantage)? 4. What resources (skills, assets, finance, relationships, technical competence, and facilities) are required in order to be able to compete? (Resources)? 5. What external, environmental factors affect the businesses’ ability to compete? (Environment)? 6. What are the values and expectations of those who have influence in and around the business? (Culture)? Strategy is a plan, a “how,” a means of getting from here to there. Strategy is a pattern in actions over time; for example, a trucking company that regularly markets very specialized and expensive freight transportation is using a “high end” strategy. Strategy is position; that is, it reflects decisions to offer particular products or services in particular markets. Strategy is perspective, that is the vision and direction a transportation company needs to take in MAY / JUNE 2013

order to establish its existence and to compete with other similar transportation companies. The starting point for a new business is to create an effective business plan. A business plan is a written document that describes a business, its objectives, its strategies, the market it is in and its financial forecasts. It has many functions, from securing external funding to measuring success within the business. Many people think that the only reason to develop a business plan is to convince potential lenders or investors to provide financial backing. This view is a little short-sighted. A well-developed plan provides a blueprint and step-by-step instructions on how to translate a business idea into a profitably marketed service. There are a number of key considerations that play an important role in shaping the contents of the business plan. These considerations include whether this is the first plan for a new business or business opportunity, or a plan that updates or supersedes an already existing plan. Obviously, the business’ position in its life cycle will have a significant impact on the type of planning that’s needed. An ongoing business might require a plan that relates primarily to a new market segment that it wants to enter. For example, in trucking it is easy to start with general freight, but, with experience a new business plan can be generated to cover some specialized freights like liquids, flat beds, hazmat or dangerous goods. The first half of the business plan is geared towards helping develop and support the business strategy. It covers the market, the industry, customers and competitors. It evaluates the strengths and weaknesses of each competing firm and looks for opportunities in the marketplace. All of these steps are largely aimed at helping to create a strategy for the business. The second half of the business plan is largely to execute the business strategy. The company services, marketing and operations should all closely tie in with the strategy. In today’s crowded marketplace, every business is probably going to have serious competition no matter how creative the business concept is. That is why the business plan needs to realistically identify where they will do things in similar manner as their competitors, where they will do things differently, where they have real strengths and where they have real weaknesses. Trying to run a major aspect of the business significantly better than competitors may be a very difficult challenge. Hence, it is often better to focus in planning on being different than MAY / JUNE 2013

the competition and competing with them less directly. This may lead the business owners to answer some strategic questions. The questions include: Is there a particular market niche to focus on? Is there a unique strategy to be adopted? Can the services be positioned differently? Are there any alternative sales or marketing vehicles? There is no harm in seeking professional help to develop a solid and executable business plan. The internet is a great tool with tons of information resources to guide you to develop this plan. The Government of Canada also helps new business owners

in formulating business strategy. It has provided a web tool to create a business plan. The website link is: http://www.canadabusiness.ca/eng/page/2865. The real value of creating a business plan is not in having the finished product in hand; rather, the value lies in the process of researching and thinking about your business in a systematic way. The act of planning helps you to think things through thoroughly, study and research if you are not sure of the facts, and look at your ideas critically. It takes time now, but avoids costly, perhaps disastrous, mistakes later.

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Why You Should Use Trucking Fuel Cards T

rucking fuel cards are your first-best solution to provide your drivers with readily accessible funds to pay for company expenses…while reducing your costs through fuel discounts. They allow you to monitor and manage expenditures efficiently and securely. Why truckers shouldn’t carry cash Carrying large amounts of cash to pay for the inevitable dayto-day expenses of keeping your trucks on the road is not only problematic, it can be downright dangerous. Robbery: Even if cash is well concealed, a driver who uses large amounts of cash to pay for operating expenses while on the road sends a clear signal to anyone watching…he’s carrying cash somewhere. Asking your drivers to carry large amounts of cash can set them at risk for robbery and bodily harm. Control and reporting: Even the most organized driver finds it difficult to log all cash expenditures. To control your costs, you need to know what they are, track them and record them on financial reports and for tax purposes. That gets even tougher with transactions completed with cash. A strain on cash flow: 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. Reduce your operating costs with fuel card discounts

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With diesel fuel prices hovering around the $4.00 per gallon mark (USD), keeping a tight reign on fuel costs can make a substantial difference in how much of your trucking business’s hardearned money makes it to the bottom line. “Every day business owners in the trucking and transportation industry are challenged to stay competitive in the market place,” says Amar (A.D.) Sandhu of Accutrac. “Keeping your operating costs under tight control is a key part of staying competitive. The fuel discounts alone make fuel cards attractive to trucking companies. Add to that the fact that they give you greater control over how and where your drivers spend, and then provide real time reports so you can track and manage costs. It all adds up to a great tool to manage and grow your trucking business. For example: Accutrac Capital’s fuel card provides real savings with fuel discounts at thousands of major truck stops and fuel centers across North America. You can set driver limits and manage accounts online, securely and simply. As an added benefit, Accutrac’s fuel card provides tools and reports that can help you track fuel consumption to keep costs under control. And, though it’s called a fuel card, it covers much more than fuel. In short, it’s a one card solution for your drivers to pay for fuelups, tune-ups and travel related expenses.” Why you should use fuel cards in your trucking business • Eliminates the need for drivers to carry large amounts of cash. • Fuel discounts at retail fueling and terminal locations across North America mean more money goes to your bottom line. • Allows authorized personnel to add funds as required while on the road, much like a personal ATM/debit card…safely and securely. • Provides a secure and simple way for drivers to pay for fuel, repairs, scales, hotel rooms, receive cash and other necessities. • Set product, volume and dollar limits, and monitor expenses…allowing you to control costs. • Safe and secure with security information required prior to all transactions. If lost or stolen, the card can be immediately discontinued. • 24/7 online access lets you get a real-time view of your fleet’s activities. • Provides detailed information about spending activities and driver progress…automatically transmitted back to the home office. • Helps you calculate fuel taxes easily based on transaction data. Whether you have one truck or a fleet of a hundred trucks, fuel cards that offer fuel discounts are a great way to cut your overall operating costs. They place less stress on your drivers by not requiring them to carry large amounts of cash to pay for the dayto-day expenditures while on the road. 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.com.

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US Food Safety Regulations Impact on Carriers The Canadian Trucking Alliance is one organization that has developed a food safety program for its members using Canadian HACCP principles.

Sweeping reforms to US food safety regulations are on the horizon, including requirements for trucking companies transporting food in the United States. A panel discussion last week at the Technology and Maintenance Council in Nashville served to remind carriers that in late 2011, the US passed the Food Safety Modernization Act to strengthen its capacity to prevent the spread of foodborne illness. The approach follows a “farm to fork” continuum, where every partner in the food production and supply chain – from farmers, to processors to retail, and

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everyone in between, including trucking companies – assume obligations and responsibility for their actions. Most notably, the Act called for the publication of regulations on the safe transportation of food, which will impact US domestic carriers as well as Canadian carriers moving food products into or out of the United States. Draft regulations on food transportation have not yet been issued, but it seems quite clear from reading the Act and from material issued by the US government that a preventative approach will be adopted based on HACCP principles. Hazard Analysis Critical Control Point methodology, developed for the US space program, is designed to identify critical control points where food could become contaminated, introduce rigorous monitoring of processes and procedures, and outline corrective actions to be implemented when it appears that safety has been compromised. The methodology is widely used throughout the world, and forms the basis of many industry-developed food safety programs developed with the support of the Government of Canada.

YOU

The Canadian Trucking Alliance is one organization that has developed a food safety program for its members using Canadian HACCP principles. With financial support from the federal government, the Trucking Food Safety Program (TFSP) was developed several years ago to help carriers meet their clients more demanding food safety requirements. Over the past year CTA, assisted by a carrier advisory committee, introduced several modifications to the program to bring it up to date and, most notably, automate the entire process for carriers. The automated system will be tested by several advisory committee members over the next several months. In addition, the entire program will be submitted to the Canadian Food Inspection Agency’s rigorous Technical Review process. Canadian carriers who have introduced a HACCP-based program should be well-placed to comply with the upcoming US regulations. Carriers wanting further information on the Trucking Food Safety Program can contact CTA’s Ron Lennox at ron.lennox@cantruck.ca

XU.AYs.PUf. sy&tI rYgUlySnz nwl tr`k kMpnIAW pRBwvq hoxgIAW XU.AYs. PUf sy&tI rYgUlySnz iv`c Anyk suDwr kIqy jw rhy hn Aqy ieh auhnW tr`k kMpnIAW qy vI lwgU hoxgy ijhVIAW XU.AYs.iv`c Bojn vwlIAW vsqW FohdyN hn[ies iv`c Pwrm qoN lY ky Pork q`k hr BwgIdwr nUM ijvyN ikswn, prosYsr qoN rItylr q`k dw hr BwgIdwr, tr`k kMpnIAW Awid Awpxy Awpxy kMm leI izMmyvwr hoxgy[Bojn dI sy& Fohw-FohweI dy knUMn nwl XU.AYs. dIAW GrylU tr`k kMpnIAW Aqy knyfIAn tr`k kMpnIAW jo Bojn vwly pdwrQ FohdIAW hn pRBwvq hoxgIAW[ AYkt nUM Aqy jo mYtr XuU.AYs. srkwr ny jwrI kIqw hY, nUM pVH ky spSt ho jWdw hy ik XU.AYs. srkwr HACCP pirMsIplz qy ADwrq ie`k prIvYNitv AYproc Dwrn krn jw rhI hY[HACCP (Hazard Analysis Critical Control Point) XU.AYs. spys pRogrwm leI bxwieAw igAw sI ijhVw Ajyhy puAwieMts dI pCwx krdw sI ij`Qy Bojn kMtYmInytf ho skdw sI Aqy iPr suDwr krn leI FMg qrIky ApnwauNdw sI[ knyfIAn tr`ikMg AlwieMs (CTA) ny Awpxy mYNbrW leI knyfIAn HACCP ipMRsIplz qy ADwrq ie`k PUf sy&tI pRogrwm iqAwr kIqw hY[PYfrl srkwr dI ivqI shwieqw nwl tr`ikMg Puf sy&tI pRogrwm (TFSP) keI swl pihlW tr`k kMpnIAW leI iqAwr kIqw igAw sI qW ik auh Awpxy klwieMts dIAW PUf sy&tI bwry loVW pUrIAW kr skx[ipCly swl CTA ny iesnUM smyN dw hwxI bnwaux leI ies iv`c keI suDwr kIqy hn[ieh swrw poRgrwm knyfIAn PUf ieMspYkSn eyjMsI dy tYknIkl rIivXU prwsz nUM pyS kIqw jwvygw[hor jwxkwrI leI CTA dy Ron Lennox nUM ron.lennox@cantruck.co qy kWtYkt kIqw jw skdw hY[ MAY / JUNE 2013

MAY / JUNE 2013

Leadership

and the Driver Shortage

lIfriSp Aqy frweIvrW dI Gwt For

decades we’ve been hearing the same old story from the same old sources. There’s going to be a driver shortage in the road sector of the transportation industry if we don’t do something about it, immediately. That’s the story back in the news but the solutions are still the same as they have been for decades and frankly, nothing is going to change unless and until new thinking permeates the industry. There are two types of people in this world; Leaders and Followers. There are many more leaders who should be followers than followers who think they should be leaders. It really doesn’t matter what industry or occupation, the simple truth is that many in positions of leadership don’t lead, they issue orders and policy. And there is a very distinct difference. Leaders inspire. Leaders don’t necessarily need to know every job of those they lead but they have to have a respect for that job. Leaders need to have the respect of those they lead in order to inspire the best out of those that look to them for leadership. All of this sound sort of “bumper sticker” reality but it’s not. True leaders don’t demand or command from their subordinates, they direct, inspire, create vision to which the subordinates willingly embrace and make happen. Leaders do not make it happen, they create the vision and surround themselves with the people that make it happen. Leaders listen and help subordinates create the reality out of the vision. 44

- G. Ray Gompf The first leaders we encounter are our parents. As small children, we give our parents absolute authority to be our leaders, we accept our parents as our teachers, mentors without question. As we get older and not all that old, we start to question some of what our parents have taught us. That’s the beginning of us trying to establish ourselves as members of society. We continue to challenge those things our parents have taught us as we start the schooling portion of our education. Our vision is expanded because we are introduced to more teachers and mentors with different experiences and yes, failures. All of this is designed not just to educate but to allow the young person learn from the failures and mistakes made by others. The fact is, and it’s been stated and restated for eons, no one can teach anyone anything. All that can be done is to help them learn. If the desire to learn isn’t there, then it needs to be inspired. Children are born begging for knowledge and as they grow, that desire seems to wane and is replaced with the “I want to make my own mistakes” attitude. Then with maturity the desire to learn returns but by this time, teachers who are not leaders have usurped the leadership role and

there is no challenging allowed. So, for the most part our higher education is not about challenging the norm and pushing the boundaries, it’s about conforming to the concepts and ideas of the teacher. The search for a better way is discouraged and with most of the world’s population being followers, there is very little challenging of the leaders who don’t know how to lead. keI dhwikAW qoN AsIN ie`koN khwxI suxdy Aw rhy hW ik trWsport ieMfstrI iv`c frweIvrW dI Gwt pYdw ho jwvygI jykr smyN isr iPr ies pwsy iDAwn nw id`qw[ieho KbrW hux iPr Aw rhIAW hn pr kuJ vI suDrn vwlw nhIN hY jd q`k ik ieMfstrI iv`c nvIN soc auqpn nhIN huMdI[ dunIAW iv`c do qrHW dy lok huMdy hn lIfr Aqy PwloArz[bhuq swry PwloArz AYsy hn jo nyqw bxnw locdy hn pr auhnW qoN v`D AYsy nyqw hn jo PwloArz hoxy cwhIdy sn[bhuq swry nyqw AgvweI krn dI QW hukm Aqy nIqIAW hI idMdy hn[dohW iv`c bhuq Prk hY[ nyqw dw kMm auqSwh Brnw hY[zrUrI nhIN ik ausnUM Awpxy PwloArz dIAW swrIAW jwbz dw igAwn hovy pr ausnUM auhnW dI jwbz dw snmwn krnw Awauxw cwhIdw hY[shI lIfr Awpxy ADIn kMm krn vwilAW qy rohb nhIN JwVdy sgoN auhnw nUM idSw idMdy hn, auqSwhq krdy hn qy ijs nUM iKVy m`Qy svIkwirAw vI jWdw hY[ swfy pihly lIfr swfy mwpy huMdy hn[bcpn iv`c AsIN Awpxy mwipAW nUM iesdw pUrw AiDkwr idMdy hW[AsIN Awpxy mwipAW nUM ibnW Srq Awpxy tIcr Aqy slwhkwr svIkwrdy hW[jdoN AsIN kuJ v`fy huMdy hW qW keI vwr AsIN mwipAW dy ivcwrW qy MAY / JUNE 2013

ikMqU-pRMqU vI krnw SurU kr idMdy hW[Awpxy Awp nUM smwj iv`c sQwpq krn dI ieh SurUAwq huMdI hY[iPr AsIN skUl jwx lgdy hW, swfw Kyqr AiDAwpk Aqy hor isìKAwkwrW kr ky v`Dx lgdw hY[AsIN auhnW dIAW sPlqwvW AsPlqwvW jW qzribAW qo is`Kxw SurU kr idMdy hW[ieh s`c hY ik koeI iksy nUM kuJ nhI isKw skdw[auh qW isr& is`Kx iv`c shwieqw kr skdw hY[is`Kx vwly iv`c jy kr is`Kx dI ie`Cw nhIN hovygI qW ausnUM auqSwhq krnw pvygw[b`cw jMmdw hY qW igAwn pRwpqI dw mMgqw huMdw hY pr ijauN ijauN v`fw huMdw hY ausdI ieh ie`Cw GtdI clI jWdI hY Aqy auh Awp AwpxIAW glqIAW iv`coN is`Kxw cwhuMdw hY[mYcuArtI Awaux lgdI hY qW is`Kx dI ie`Cw iPr jwgdI hY pr qdoN q`k AiDAwpk lIfriS`p rol prwpq kr cu`kw huMdw hY Aqy kuJ vI cYlMj krn dI AwigAw nhIN huMdI[swfI hwier AYjUkySn ivcwrW Aqy BwvnwvW nUM AiDAwpk Anuswr mMnx leI hY nw ik cYlMj krn leI[ huxy ijhy myry PYmlI trI iv`coN ie`k XMg b`cy ny pRSn kIqw ik ausnUM ihstrI ikauN pVHnI pY rhI hY jd ik ieh mr cu`ky lokW bwry hY[pRSn ny mYnUM socIN pw id`qw[mYN ausnUM iesdw kwrx vI d`sxw cwhuMdw sI pr mYN kuJ glq vI nhIN kihxw cwhuMdw sI[jykr AsIN ieqhws qoN jwxU nhIN hovWgy qW auhI glqIAW AsIN dubwrw vI krWgy[ jykr AsIN dUjy lokW jW kOmW dIAW glqIAW qoN isìKAw lYNdy hW qW AsIN auh glqIAW nhIN krWgy[dunIAW dy hwxI bxn leI swnUM AsPlqwvW Aqy glqIAW vwlw ieqhws vI jwnxw pvygw[ swfy knUMnW dw ADwr vI iehI hY[glqIAW huMdIAW hn qW knUMn bxdw hY qW ik dubwrw ies qrHW nw hovy[dUijAW dIAW glqIAW dI stfI kro, mwnqwvW nUM cYlMj kro Aqy cMgw rwh l`Bx dI koiSS kro[ieho gux lIfr bxn dy Xog huMdy hn[PwloAr bxnw suKwlw hY[jo duUijAW ny isKwieAw hY auh kro pr cYlMj nw kro[pr dUjy pwsy lIfr A`KW mIt ky svIkwr nhIN krdy sgoN ies qoN A`gy vI jWdy hn[swfy bhuq swry lIfr AwpxI siQqI nUM smJdy hn Aqy ieMspIrySn BrpUr AgvweI vI krdy hn[ ieMspIrySn nwl lIf krn vwly Aqy qwnwSwh suBwA nwl lIf krn vwilAW iv`c iehI Prk huMdw hY ik pihlI iksm dy lIfr Awpxy ADIn krmcwrIAW dI PIfbYk Anuswr nIqIAW bxwauNdy hn jd ik qwnwSwh suBwA vwly lIfr hukm C`fdy hn jo ADIn krmcwrIAW leI ibnW socy ivcwry jW ikMqU-pRMqU kIqy mMnxw huMdw hY ieMspIrySnl lIfr mqByd krn dI AwigAw hI nhIN idMdy sgoN Awpxy Tos PYsilAW leI iesnUM Awpxw ADwr bxwauNdy hn[ies nwl Adwrw bixAw hI nhIN rihMdw sgoN vDdw vI hY[BwvyN koeI dyS hovy, rwjnIqk pwrtI hovy, v`fw jW Cotw vpwrk Adwrw hovy Awid, ieh scweI s`B qy lwgU huMdI hY[ ie`k cMgy lIfr nUM tryNf lokW dI loV huMdI hY jo Awpxy Awp soc skx Aqy cMgw rsqw l`B skx[ie`k cMgy Aqy sPl Adwry nUM ‘XYs mY~n’ dI loV nhIN huMdI[Awpxy lIfr nUM svwl krn qoN kdy nw fro[jykr ieMj nhIN kr skdy qW koeI hor jwb l`B lvo[ cMgy lIfr nUM pqw huMdw hY ik ausdw ikhVw sbwrfInyt, Awpxy hQly kMm nuMU, ikvyN sPlqw pUrvk nypry cwVH skdw hY[ tr`k lIfriS`p iv`c kwimAW qoN imly suJwvW nUM AxgOilAW kIqw jWdw hY ikauNik lIfr socdw hY ik kwmw qW kwmw hY, socxw aus dy vs dI g`l nhIN hY[iPr ausy kwmy nUM auh mihMgy Bwr dI izMmydwrI, kstmr rIlySnz Aqy kwiedy knUMnW nwl inptx dI izMmyvwrI vI sONpdw hY[ frweIvrW dI Gwt dI smìsAw kyvl audoN h`l hovygI jdoN srkwr Aqy tr`k ieMfstrI ie`kTy suinScq krngy ik MAY / JUNE 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

* QUEBEC

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

* SASKATCHEWAN

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

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Recently, a very young member on my family tree posed the question, why do I have to study history, when it’s just about old dead guys. Well that got me to thinking. I wanted to give this young person a reason for studying history but I didn’t want to say the wrong thing. Essentially, if we don’t know our history, we are doomed to repeat it. That’s the bumper sticker reality. To expound on that bumper sticker reality, we learn to cope with the world by failure, by trial and error. If we learn to learn from past mistakes of other people and nations, then we don’t have to make all of our own mistakes. It is that reason, we study history. Our laws are based on the fact that mistakes have been made and these laws try to address the situation so that it isn’t going to happen again. Sadly, too many people insist on making all of their own mistakes and often in doing so, run afoul of the law and wind up paying the price. Back to leaders. Leaders are not born, they are developed. Being a follower is easy. Just do what you’ve learned from others and don’t challenge what you’ve been taught. This works for most people. For a small percentage of people who refuse to conform to the norms, they have this requirement to make all of their own mistakes without any regard for their teachings and often without regard to their own previous mistakes. These people generally wind up in prison. Other non-conformists take another route. Study the mistakes of others, challenge the accepted norms and try to find a better way. Now these are the ones that become the leaders. They don’t just accept what is known, they try to go well beyond. To wit, we have a lot of industries based on finding a better way. When we talk about leaders there is a good chance that some of the most inspiring leaders can go that one step beyond – some actually go way beyond that which is reasonable – and take it right over to dictatorship and assume absolute power. The overwhelming majority of leaders understand their position and lead by inspiration. The difference between the ones that lead properly by inspiration and the ones that take it over to dictatorship is that the inspiring leader listens to and makes policy based on feedback from the subordinates while the dictator issues a commandment and the subordinates must carry out the command without thinking or without judgment, without dissent. Inspirational leaders permit dissent, not just permit it, actually thrive on it because it helps them make sound decisions but also sets the organization they lead develop a plan and the people to not only sustain the organization but make it grow. Once the dictator ends his tyranny, the mindless subordinates are left to try to figure out how to sustain the organization and often with disastrous results. And if you examine what I’m saying above, it doesn’t matter whether the organization is a country, a political party, a large business, a small business, or just the local neighbourhood association, school council or condominium board. A good leader wants well trained people who can think for themselves; those who take direction while still MAY / JUNE 2013

questioning “is there a better way”. When there is a lack of training to provide the necessary people, then the good leader finds a way to get the training for those who need to be trained. In good well run organizations, yes men (and women) need not apply. Never fear questioning a leader. If one finds themselves fearful of questioning their leader, then find a new job because those creative skills are being overlooked and stifling will lead to despair. Good leaders don’t fear a lack of specific education as long as they know there is an excellent chance the subordinate will be able to grasp all of the requirements of the task at hand. In other words, good lead-

ACT Research: Trailer Industry Orders Down, Cancellations Negligible COLUMBUS, IN – Net trailer orders for March were down 6% month over month and 12% year over year. This update on industry performance was reported in the latest State of the Industry: U.S. Trailers published by ACT Research Co. (ACT). “Although orders are down, the orders being placed appear genuine, as

cancellation activity has been negligible for most trailer categories,” said Frank Maly, Director-CV Transportation with ACT Research. “Better economic growth, and the resulting gains in freight, should result in improved order volumes as the year progresses,” he added. “Backlogs decreased 4% in March, while inventories were up less than 2%.”

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ers will take a risk on people who may not be highly skilled for the task providing they have good creative skills and a willingness to not only learn but to question the methodologies. Human resources specialists will not risk any unknowns. If the candidate for a task isn’t eminently qualified with degrees and diplomas to back up the qualifications, they will not permit their leader to make any risky decisions even if the risky decision would be better for the organization. Back to trucking leadership. It’s sadly lacking when solutions from inside the ranks are sorely overlooked because the big money thinks subordinates are too dumb or too stupid to think clearly, yet entrust those self same subordinates be totally responsible for enormous amounts of costly freight, customer relations and dealing with a myriad of laws and regulations that often result in situations where compliance is impossible. The driver shortage will only be solved if and when the governments and the industry work together to ensure adequate training is in place; where training is recognized as a skilled trade; where a career path is clear; where a pay grid is tied to skill development; where productivity within the industry is not just tied to miles per hour; where pay is based on skill and skill development, not below minimum. MAY / JUNE 2013

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early highlights of the budget from a Canadian Trucking Alliance perspective: • Over $47 billion in new infrastructure spending over 10 years starting in 2014-15, for provincial, territorial and local infrastructure including $14 billion for a new Building Canada Fund to support major economic projects that have a national, regional and local significance. Specifically, the budget proposes to provide (a) up to $124.9 million to build a bridge-causeway between Nuns’ Island and the Island of Montreal; (b) $25 million over three years to advance the Windsor-Detroit crossing project; (c)$100 million for Stony Trail Ring

Transportation Highlights Of the 2013 Federal Budget Finance Minister Jim Flaherty revealed late this afternoon the details of the 2013 federal budget titled: Jobs, Growth and Long-Term Prosperity Economic Action Plan. There were a number of positive developments related to border and road infrastructure in the document. Below are

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Road in Calgary; (d) $705 million for completion of Phase II of highway 30 project in Quebec; (e) up to $365 million to support South Fraser Perimeter Road (Deltaport to TCH); (f ) twinning in Banff National Park $267 million; (g) $29.9 million for Highway 8 expansion in Kitchener. • Under the Beyond the Border Action Plan, the federal government over the next five years will commit to the following measures to improve border efficiency: (1) Upgrading border infrastructure at S-Bernard-de-Lacolle, Que., Lansdowne, Ont., Emerson, Man., and North Portal, Sask., and installing border wait-time technologies at key ports of entry; (2) Implementing a single window for companies to submit electronically all the data required by government departments for arriving shipments; (3) harmonized and enhanced benefits for trusted traders (FAST); (3) Equipping new custom facilities at the port of Vancouver and pilot projects at the ports of Prince Rupert and Montreal; (4) Developing and implementing pilot projects to automate small and remote ports of entry; (5) supporting integrated cross-border law enforcement initiatives; (6) establishing and co-ordinating entry and exit information systems with the United States, including a system where the record of land entry into one country can be utilized to establish a record of exit from the other. • The government also proposes to implement other measures that facilitate the secure movement of people and goods and ensure that border processing is not a hindrance to legitimate trade and travel. • The creation of the Canada Job Grant. Under the new labour market agreements, provinces and territories will deliver the Canada Job Grant directly to businesses and Canadians, in addition to other training they provide. Businesses with a plan to train unemployed and underemployed Canadians for an existing job or better job will be eligible to apply for a Canada Job Grant. Canadians seeking training can, in partnership with an employer, benefit from the program. The Grant could provide $15,000 per person or more for training, which includes up to $5000 in federal contributions. Federal contributions must be matched by both provinces and employers. The Grant will be for short-duration training, and will include eligible training institutions, including community colleges, career colleges and trade union training centres. The detailed design of the Grant will be negotiated with provinces and territories over the next year, in consultation with stakeholder groups including employer associations, MAY / JUNE 2013

educational institutions and labour organizations. • Budget 2013 confirms the government’s intention to create a new and innovative ‘Expression of Interest” immigration management system. It will allow for Canadian employers, provinces and territories to select skilled immigrants from a pool of applicants that best meet Canada’s economic needs. The budget also announced that the government will take action to reform Canada’s Temporary Foreign Worker Program to ensure that Canadians are given the first chance at available jobs.

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imlIAn) fwlr Awid Krcy qjvIz kIqy gey hn[ • bwrfr AY&ISYNsI vDwaux leI Beyond the Border Action Plan ADIn Agly pMj swlW iv`c srkwr hyT ilKIAW shUlqW dyvygI: (1) ikaUbk, AntYrIE, mWtrIAl Aqy nwrQ portl sskwtUn ivKy bwrfr ieMnPrwstrkcr nUM suDwirAw jwvygw Aqy Kws Kws AYNtrIports qy vyt-tweIm aupkrx lwey jwxgy (2) Awaux vwlIAW iSpmYNts bwry srkwrI mihkimAW nUM loVINdw fwtw eIlYktrwnIklI ie`k QW hI dyxw pvygw, (3) tr`stf tryfrz (FAST) leI vDyry shUlqW, (4) vYnkUvr port qy nvIAW kstm shUlqW; (5) XU.AYs. nwl AYNtrI Aqy AYgizt ienPrmySn isstmz sQwpq krny Aqy koAwrfInyt krny Awid[ • srkwr Ajyhy swDn jutweygI ijs nwl lokW Aqy vsqUAW dI mUvmYNt-sur`iKAq hovygI Aqy bwrfr dw prwsz, jwiez tryf

Aqy Xwqrw leI rukwvt nhIN bxygw[ • Canada Job Grant sQwpq kIqI jwvygI[auh vpwrk Adwry ijhVy byrozgwrW nUM jW AMfr AYmplwief nUM iksy jwb vwsqy jW pihlW nwloN cMgI jwb vwsq tRyinMg dyxgy, ies grWt nUM prwpq krn dy h`kdwr hoxgy[tRyinMg pRwpq krn dy ie`Ck knyfIAn AYmplwier nwl iml ky ies progrwm dw lwB lY skdy hn[grWt sImq smyN dI tRyinMg leI hovygI ijs iv`c Xog tRyinMg sMsQwvW, kimaUntI kwljz, Aqy tryf XUnIAnz tRyinMg sYNtr Swml ho skdy hn[ • bjt 2013 srkwr dy ies ierwdy dI pRoVqw krdw hY ik Expression of Interest’ nW dw ie`k nvW Aqy nvyklw iemIgRySn mYnyjmYNt isstm lwgU kIqw jwvy[ieh isstm knyfIAn AYmplwier, rwjW nUM Aqy tYrytrIz nUM AYplIkYNts dy pUl iv`coN Ajyhy prbIn kwmy cuxn dI KulH dyvygw ijhVy knyfw dIAW AwrQk loVW leI zrUrI hoxgy[

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Cool-It Partners Up to Develop Green AC-R Technologies Automotive Partnership Canada awards $2.9 million to Universities, Reserchers & Stakeholders The average diesel-powered truck in the United States idles an average of 1,835 hours each year, wasting an estimated 3,600 million litres of fuel. Finding practical solutions to this problem will save fleet operators money; and help them to meet new stringent local, state and provincial anti-idling regulations aimed at reducing greenhouse gas levels and the health effects from harmful emissions. Automotive Partnership Canada has awarded $2.9 million to support the development of next-generation green air-conditioning and refrigeration (AC-R) systems for long-haul trucks, reefer (refrigerated) trucks, heavy and light duty vans, tourist buses and some emergency service vehicles. The project will develop at least eight new technologies, including a lightweight and efficient material and installation system that provides better insulation with no degradation—a major improvement over polyurethane foam, which loses five percent of its insulation value annually. The project is the largest of its kind in Canada, involving 71 researchers and students (including 48 co-op students) from Simon Fraser University (SFU) and the University of Waterloo, along with industrial partners Cool-It Hiway Services Inc. in Abbotsford, British Columbia (B.C.); CrossChasm Technologies Inc. in Waterloo, Ontario; and Saputo Dairy Products in Burnaby, B.C., which runs the largest reefer fleet

in North America. “There is a huge market for these technologies,” says Cool-It CEO Steve Zaeri, “but as a small company it’s hard for me to persuade a truck manufacturer to buy it. Partnering with universities and these other industry partners makes it easier to educate the marketplace about the value of these technologies.” “We are designing more efficient and reliable refrigeration and AC systems that operate without the engine idling,” says SFU engineering professor and project leader Majid Bahrami. “And we are reducing the weight of these systems, which means trucks can make more money carrying heavier loads.” The University of Waterloo team, headed by Amir Khajepour, is developing a new regenerative auxiliary power system to harvest the kinetic energy regenerated from braking when slowing and stopping, or during stop-start traffic. This waste energy would be converted into electrical energy and stored in high-efficiency batteries (such as lithium-ion) to run the refrigeration system. As well, the SFU team will develop a new AC-R system that uses no electrical or mechanical energy. The system would capture the waste heat produced in the internal combustion engine to power a truck’s refrigeration and/or AC system, increasing the vehicle’s overall energy efficiency by up to 15 percent and, in some

cases, eliminating the need for a second diesel engine. The technology could also be used in houses, process plants, and large buildings. “This isn’t wishful thinking,” says Bahrami, who worked for five years in AC-R industry. “We already have the proof-ofconcept. It’s just a matter of getting it to the point where it’s practical and compact enough that you can install it on vehicles and trucks.” Cool-It Hiway Services Inc.—a small company that manufactures heating, ventilation and air conditioning systems for the transportation sector—will benefit from the project. Researchers will help the company adopt more efficient compressors and replace heavy-lead acid batteries in systems with lighter lithium-ion batteries. The project will also design, test and rate a new made-in-Canada heat pump that produces both heat and cold air, using power from a battery instead of an idling engine.

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ALBERTA’S AGING DRIVERS Aging Drivers As we get older, we all have to make decisions on how much we drive, what time of day we drive and when it might even be time to stop driving altogether. There are also some medical and licence renewal processes that occur over time. This article is designed to give you answers to some of the most frequently asked questions that we hear from aging drivers. We believe that the more information you have, the more equipped you will be to make the right decisions. This will also help you prepare for anything you may wish to discuss with your doctor related to driving. For additional information, please feel free to call Alberta Transportation anonymously at 780-427-8230 or toll free in Alberta by first dialing 3100000. Office hours are 8:15 am to 4:30 pm Monday to Friday. General Requirements To Renew A Driver’s Licence 1. Is there a specific age when I’ll have to give up my driver’s licence? No. As long as you can safely operate a vehicle, you can renew your licence at any age. Alberta Transportation renews

your licence based on your ability to drive safely, regardless of your age. Though rare, there are people older than 100 who still have licences. 2. Does Alberta Transportation discourage people from driving beyond a certain age? No. Our team at Alberta Transportation encourages you to drive as long as you can do it safely, regardless of your age. It’s about finding a balance between maximizing your mobility and ensuring your safety and that of everyone else on the road. 3. Do I have to have a medical test or road test at a certain age? Yes. For most licence renewals (Classes 5, 6, or 7), a medical report form signed by a doctor is required at: • 75 years; • 80 years; and • every two years after. There is no specific age when a road test is required, but a road test may be recommended by your doctor or Alberta Transportation to help determine your ability to drive safely. 4. Why is testing required at certain

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FREQUENTLY ASKED QUESTIONS ages? The age requirements are based on research that shows some medical conditions or cognitive challenges are more common at certain ages. B.C., Ontario, and Quebec also use age thresholds for medical reporting. That said, Alberta Transportation evaluates your ability to drive safely on an individual basis, regardless of your age. 5. Do I have to disclose my medical conditions before I can renew my licence? Yes. You are legally obligated to disclose any medical conditions that may affect your ability to drive safely. A list of medical conditions and further information is available here. 6. Does my doctor have to disclose any medical conditions that may affect my ability to drive? Doctors or other medical professionals are not legally required to report suspected medically at - risk drivers to Alberta Transportation. However, they are also protected from legal action should they do so. This legal protection encourages

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The basic medical test looks at key areas in so far that they affect the ability to safely operate a vehicle: • vision, • hearing, • cognitive abilities, and • overall health. If you have a medical condition, your doctor may look at whether that condition affects your driving ability. Your doctor may also recommend a road test or further cognitive or medical testing before approving your medical form. 11. How does Alberta Transportation make sure that the doctor actually did theevaluation and didn’t just simply sign the form? Alberta Transportation is confident that doctors have their patients’ best interests in mind and are conducting the evaluations properly. Doctors are aware that it is against the law to falsify a document. Quick Facts on DriveABLE 12. Is DriveABLE a government test? DriveABLE is a private company and not affiliated with the Government of Alberta. 13. I’ve heard of people being referred to DriveABLE for more testing and then their licences get pulled because they fail the test. Why does DriveABLE have the ability to pull a licence? Only the Registrar of Motor Vehicles has the authority to cancel or suspend a driv-

er’s licence. The assessment results are reviewed by the doctor with the patient and can be provided to Alberta Transportation. The Registrar uses the physician’s report along with a variety of other information to determine your ability to drive safely, such as : • medical documentation, • driving record, and • road test results. If a medical condition requires further review or interpretation as to how it relates to the national medical standards for drivers, the file is referred to a Medical Review Committee for advice. The Registrar’s decision may be appealed to the Alberta Transportation Safety Board. 14. What is a DriveABLE test and what is involved? The DriveABLE test asks you to do six tasks on a touch screen that measure driving skill. For example, you would be asked to guide a box through a moving broken line that simulates the same skill necessary to judge gaps in traffic. The test takes 30 to 60 minutes to complete and is done at a DriveABLE centre. The DriveABLE test is not mandatory . It is a tool your doctor may use to further test your cognitive abilities. DriveABLE charges a fee to the patient for this test.

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doctors to report suspected at - risk drivers, which helps protect all road users. 7. How does Alberta Transportation decide which medical conditions should be monitored? Alberta uses the national medical standards for drivers to determine minimum medical and vision qualifications for safe driving. These standards were developed by medical professionals and provincial licensing au thorities throughout Canada. 8. I was given a longer term between required medicals on my current licence. Now my latest renewal notice indicates my term is back to one year between required medicals. Can I retain the longer term? If there are no changes to your health and your medical condition is stable, you may re- qualify for the longer term. Contact Alberta Transportation to request an extension. 9. Can any doctor do the medical report or is there a list of approved doctors to go to? Most general practitioners and geriatric specialists do medical evaluations related to renewing a licence. Your doctor will either do the evaluation or refer you to another doctor. 10. What is involved in the medical test?

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Eating Healthy on the Road CMV drivers face the challenge of finding affordable, healthy food while on the road. But, with pre–planning and smart choices you can still eat healthy on the road. Packing for the Road If you have access to an in–truck refrigerator, stock food and snacks that are healthy for you. Avoid candy bars and chips. Instead, focus on foods that will keep you fuller longer, like string cheese, pretzels, popcorn, and fresh fruit and vegetables. Additionally, look for smart choices when eating at fast food restaurants. Many restaurants now offer baked options, low–fat or sodium alternatives, and fresh fruits and salads. Menus often times have these options marked for easy identification. Serving Sizes and Dining Out Prepackaged foods and restaurant foods often provide servings that are larger than recommended. When eating out, like at a buffet, in can be easy, and even tempting, to overeat. In the long run, the negative effects of overeating will cost more money than ever can be saved by “getting your money’s worth” at the buffet. When eating at a restaurant or buffet eat slowly and only until you are full, use smaller salad plates to ensure proper portion sizes, and focus on choosing healthier items. Eat more: Salad, non-cream based soups, baked or lean meats, fresh fruits and vegetables, low-fat salad dressings, and desert alternatives (like Jell-O, pudding, fresh fruit) Eat less: Mayonnaise-based salads, full-fat salad dressings (like regular ranch dressing), fried foods, foods with gravies or cream sauces, sugary deserts Source: www.drivinghealthy.org

Licence class will ban 47,000 Ontario truckers from operating in USA “Most of them are actually faced with the restriction because they failed to file their medical reports on time”

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Mid-April, CBC TV reported that a new licence class could potentially ban close to 50,000 Ontario truckers from operating in the USA. Although it is not confirmed, the ban could be simply due to the fact that the majority of commercial drivers affected failed to file the required medical reports on time. The Ministry of Transportation has advised close to 47,000 commercial truck drivers across the province that a special medical restriction that bans them from driving in the United States will now be appearing on their driver’s licence. According to the Canada/U.S. Medical Reciprocity Agreement, commercial drivers with a history of serious medical conditions are to be issued a “W” code, or Class D licence. The ministry says it recently sent out letters to truckers notifying them of the change that goes into effect next month. According to a copy obtained by CBC, starting in May 2013, an indicator code “W” will be visible on a driver’s license card and on his or her driving record. But according to the CBC’s Mike Crawley, many of those who have been slapped with the restriction simply haven’t submitted the required paperwork. “Most of them are actually faced with the restriction because they failed to file their medical reports on time,” said Crawley, adding that those records are required every 3 to 5 years. According to the ministry, approximately 41,000 people have had their licences downgraded to a W code for that reason. However, drivers who submit their medical records could potentially have the “W” code lifted from their licence. Ministry spokesperson Bob Nichols said commercial drivers with a hearing impairment, monocular vision, insulin-dependent diabetes, and/or a history of epilepsy or seizures all fall under the medical conditions requiring a code “W” licence be issued. Under the Canada/US Medical Reciprocity Agreement, U.S. commercial drivers are similarly issued a code “V” licence restricting them from driving north of the border.

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AwDwirq i&lm ‘ieSk’ ‘c myrI AYNtrI dy nwl hI kYmry ƒ myry pYrW ‘qy Poks kIqw igAw hY[ auNJ ies i&lm ‘c myry ikrdwr dw nW hY rozw, jo ivdySI hox kwrn QoVHI hOt qW zrUr hY pr ies dy bwvjUd byh~d Dwrimk pRivrqI dI hY[ Dwrimk pRivrqI dI hox kwrn hI mYN AiDAwqimk SWqI leI vwrwxsI AwauNdI hW Aqy ies dy nwl hI khwxI ‘c nvW moV Aw jWdw hY[ ies ‘c mYN pRqIk b~br nwl kµm kr rhI hW Aqy ieh i&lm vI CyqI hI irlIz hovygI[ auNJ ies qoN ielwvw inrdySk idvX kumwr dI iek pµjwbI i&lm ‘XwrIAW’ vI kr rhI hW[ * Awpxy bwry vI kuJ d~so? mYƒ qusIN A~DI ieµfIAn Aqy A~DI jrmn kih skdy ho ikauNik myrI mW jrmn, jdik ipqw pµjwbI hY[ myrw pwlx-poSx jrmnI ‘c hoieAw hY[ mYN skUl dy idnW ‘c hI frwmw klwsW Aqy iQeytr juAwien kr ilAw sI ikauNik mYƒ AdwkwrI dw bcpn qoN hI SOk sI[ 18 swl dI aumr ‘c hI mYƒ iek ieµgilS i&lm ‘trn lYPt’ ivc kµm krn dw mOkw iml igAw Aqy aus dy nwl hI mYƒ AYkitµg nwl ‘ipAwr’ ho igAw Aqy A~j iehI myrw Pul tweIm krIAr bx igAw hY[

jYkiln PrnWifs CotIAW iPlmW krygI dUsry dyS ‘coN Aw ky iek qrHW nwl jYkiln dw sKq qy dlyr PYslw sI ik auh Bwrq dI iPlm snAq ‘c pYr itkweygI[ ‘mrfr-2’, ‘hwaUsPul’ swhmxy AwauNdy hI sRI lµkx sµudrI jYkiln dw sohxw ichrw idKweI dyx l~g pYNdw hY[ jYkI ny sp~St ikhw hY ik AmISw ptyl qy dIipkw nwl koeI ib`lIAW vwlI lVweI nhIN hY[ auh idRS aus ƒ nhIN Bu~ldw, ijs ‘c n`cdI-n`cdI dw aus dw m~Qw dUsrI fWsr nwl v~ijAw sI qy zKmI hoeI jYkiln ƒ sYPæ AlI ny shwieqw dy ky kwiem kIqw sI[ ies vyly auh pUrI bypRvwh hY[ rYNp ‘qy mnIS mlhoqrw ny aus ƒ ipEr pµjwbx bxw ky pyS kIqw[ hux auh iek AYvwrf smwroh ‘c vI iehI pihrwvw pihn ky jweygI[ aus ƒ 56

pµjwbI pihrwvw ieµnw psµd AwieAw hY ik aus ny pµjwbI s~iBAwcwr sbµDI vI jwxkwrI leI hY[ qwjæw Kæbr ieh hY ik swijd Kwn nwl hux auh dUrIAW bxwaux ƒ pihl dyx dy h`k ‘c hY[iek g~l cµgI hoeI hY ik humw kurYSI kol qwrIkW nw hox kwrn pRBU dyvw nwl AweItm krn dw mOkw aus ƒ iml igAw hY[ ies ƒ cµgw vkq kih lE ik bihrIn srkwr ny aus ƒ Kws Dµnvwd id~qw hY qy aus dy XqnW sdkw sRIlµkw dw dUqGr bihrIn ivKy cµgw kµm kr irhw hY[ B~t pirvwr dI ‘mrfr-3’ vI aus ƒ iml rhI hY[ hux auh kyvl v~fIAW iPlmW hI krygI[ ‘rys-2’ sO kroVI bxn dw lwB jYkiln ƒ imilAw hY qy Aijhy lwB hI auh hor hwsl krnw cwhygI[ MAY / JUNE 2013

cwr inrdysækW dI iek i&lm bµby twkIjæ

bdldy smyN dy nwl-nwl iPlm myikµg dI qknIk ivc bdlwA Awey hI hn, nwl hI drSkW dy svwd ivc Awey bdlwA dy clidAW iPlmkwr AwpxIAW iPlmW ivc nvyN-nvyN

hoqw hY’, ‘kBI KæuSI, kBI gæm’, ‘mweI nym iejæ Kwn’, ‘stUfYNt AwPæ d iXAr’ iPlmW inrdysiæq krn vwly krn leI ieh pihlI mOkw sI jdoN aunHW ƒ AwpxI ies iPlm dI SUitµg muµbeI nwl lgdy dhIsr ielwky dIAW glIAW ivc krnI pY geI[ Anurwg ksiæAp jdoN iPlmW ivc iksmq Ajæmwaux muµbeI Awey sn, audoN Aksr auh AimqwB b~cn dy bµgly ‘pRqIkSw’ dy bwhr jmHW huµdI BIV ivc KVHy ho jWdy sI[ auh audoN AimqwB b~cn dy pRsµskW dw mn l~Bx dI kosiæS krdy Aqy ies dOrwn aunHW ƒ jo qjærbw

hoieAw, aunHW ƒ AwpxI iPlm ivc pyS kIqw hY[ Anurwg ny AwpxI ies lGU iPlm dI SUitµg AimqwB dy bµgly dy bwhr kIqI hY Aqy kuJ id@S AimqwB b~cn dy stwP ‘qy vI iPlmwey gey hn[ iPlm ivc iek ies qrHW dy pRsµsk dI khwxI hY jo Awpxy ipµf qoN Awpxy psµdIdw stwr leI mur~bw lY ky AwauNdw hY[ mur~bw stwr q~k ikvyN phuµcdw hY, ieh ies dI khwxI hY[ idbwkr bYnrjI ny AwpxI iPlm ivc iek Plwp stwr dI AwpbIqI pyS kIqI hY qy jæoieAw ny kYtrInw kYP ƒ lY ky AwpxI lGU iPlm bxweI hY[

pRXog krn leI pRyirq vI hox l~gy hn[ iek jæmwnw auh vI sI jdoN mltI stwrr iPlmW dw bolbwlw hoieAw krdw sI[ hux drSkW ƒ luBwaux leI mltI inrdySk iPlmW bxn l~gIAW hn[ inrmwqw-inrdySk sµjY gupqw ny ‘ds khwnIAW’ dy rUp ivc mltI fwierYktr iPlm bxweI sI[ iPlm dy nWA Anuswr ies ivc ds v~K-v~K khwxIAW pyS kIqIAW geIAW sn Aqy ieh khwxIAW myGnw guljæwr, ApUrv lwKIAw, hµsl mihqw, sµjY gupqw Awid inrdySkW v~loN inrdysiæq kIqIAW geIAW sn[ hux mltI fwierYktr dy rUp ivc iek hor iPlm ‘bµby twkIjæ’ Aw rhI hY[ ies ivc cwr khwxIAW pyS kIqIAW geIAW hn Aqy ieh khwxIAW idbwkr bYnrjI, jæoieAw AKæqr, krn jOhr Aqy Anurwg ksiæAp v~loN inrdysiæq kIqIAW geIAW hn[ BwrqI isnymw audXog v~loN sO swl pUry kr ley jwx ‘qy drSkW ƒ v~Krw ijhw njæwrw dyx dy ierwdy nwl vweykOm moSn ipkcrjæ v~loN ies iPlm dw inrmwx kIqw igAw hY[ inrmwqw v~loN ienHW cwrW inrdySkW ƒ fyF-fyF kroV dw bjt id~qw igAw sI, nwl hI AwpxI psµdIdw khwxI ‘qy iPlm bxwaux dI Cot id~qI geI sI[ ijnHW cwr khwxIAW dI ienHW inrdySkW v~loN cox kIqI geI sI, aunHW dI Awps ivc koeI vI smwnqw jW sbµD nhIN hY[ Bwv ies iek iPlm ivc drSkW ƒ cwr CotIAW iPlmW dyKx ƒ imlxgIAW[ ies ivc krn jOhr ny pqI-pqnI dy irSqy ‘qy AwpxI iPlm bxweI hY[ rwxI muKrjI Aqy rxdIp hu~fw ies ivc hn Aqy rwxI ies ivc iek ies qrHW dI pqnI dI BUimkw inBw rhI hY ijs ƒ Awpxy pqI dI pRqwVnw sihxI pYNdI hY[ krn Anuswr ieh CotI iPlm inrdysiæq krnw aunHW leI bhuq cuxOqIpUrn sI ikauNik auh v~fy sY~ts ‘qy mihµgy k~piVAW ivc Awpxy klwkwrW ƒ pyS krky iPlmW bxwaux dy AwdI hn[ ‘kuC kuC MAY / JUNE 2013

CTA Launches First-Ever Driver Shortage Website The Canadian Trucking Alliance’s Blue Ribbon Task Force on the Driver Shortage (BRTF) today launched Drivershortage.ca, the first online resource in North America dedicated to information, education and research of the industry’s greatest longterm challenge – the looming, chronic shortage of qualified truck drivers. The contemporary new website was unveiled at the CTA Spring Board Meeting in Scottsdale, Ariz. It builds on the goal set out by the BRTF to provide leadership in promoting the issue to industry and supply chain stakeholders, government officials and the general public. “Drivershortage.ca is the only online, one-stop shop for everything related to the driver shortage situation affecting Canada and the U.S.,” says Mark Seymour, president of Kriska Transportation and chair of the BRTF. “It’s a multifaceted media repository of daily news, studies, videos, facts and statistics that reflect both the systemic and ancillary underpinnings of the driver shortage – from supply and demand to demographics, to pay issues and driver lifestyle.

It presents from many different angles the challenges of maintaining the industry’s unmatched standard of service.” Featured prominently on the website are two flagship reports on the truck driver shortage – a landmark report authored by

the BTRF, which established a series of “core values” and guidelines to help alleviate the shortage and make the industry more attractive to potential new drivers; and the Conference Board of Canada’s comprehensive study quantifying the economic magnitude of the emerging gap between the supply and demand for professional drivers. The site posts original news and aggregates print and video content from media sources on a variety of related topics that play into the capacity question, including: freight economy conditions; turnover, rates and compensation trends;

demographics and immigration; recruitment and retention strategies; regulations; driver training and education and much more. Helpful topical facts and figures are easy to find on the website, as are additional studies and reports from a variety of academic and industry resources. “There is no single bullet that will fix the driver shortage and, ultimately, market forces will decide what happens,” says CTA president David Bradley. “However, like the good work done on the BRTF report, Drivershortage.ca provides leadership and helps industry and its partners map out a coherent, cohesive direction on how to go about resolving these issues.” Above all, adds Seymour, the tone of the website echoes the BTRF’s declaration that truck drivers are unequivocally the backbone of the industry. “They are our number one resource. Without them there is no industry,” he says. “Hopefully efforts like Drivershortage.ca will bring this dialogue out into open and help close the usual communication gaps that sometimes exist between drivers, carriers and our customers.”

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CSA Subcommittee Makes Recommendations on Accountability The CSA Subcommittee of the Motor Carrier Safety Advisory Committee says that the Federal Motor Carrier Safety Administration should extend its efforts on determining fault in crashes. After months of debate, the agency recommended FMCSA consider all available investigative data beyond police reports, including accident reports criminal reports, civil lawsuits or accident reconstruction reports, to determine fault in crashes. The trucking industry, headed by the American Trucking Associations, wants FMCSA to immediately establish a process to remove from motor carriers’ records

crashes where it is plainly evident that the carrier was not at fault. In 2011, FMCSA shelved plans to make these sorts of determinations after concluding police reports alone are not an accurate indicator. (Currently, the agency does not account for fault in crashes, relying instead on the statistical probability that some of a carrier’s crashes will be the carrier’s fault). According to Heavy Duty Trucking magazine, most subcommittee members believe that crashes where the carrier clearly is not at fault should not be counted in the carrier’s Crash Indicator BASIC. However, “safety advocacy” stakehold-

Freightliner recalls 46,000 Cascadia According to a March 18 report from the National Highway Traffic Safety Administration, Daimler Trucks North America — parent company of Freightliner Trucks — has issued a recall 46,000 2013 and 2013 year model Freightliner Cascadia trucks produced between May 7, 2012, and March 2, 2013. The affected trucks have glitches that cause daytime running lights to become non-functional at points after the turn signal function is activated. The turn signal and daytime running lights share a light. Failure of the daytime running lights to properly illuminate “reduces visibility to other drivers and increases the risk of a vehicle crash,” says the NHTSA’s report. Daimler says it is in the process of notifying all parties affected — including truck owners — and will have notified everyone by May 15. The remedy to the recall is still unclear, NHTSA says. Truck owners may contact DTNA at 1-800-547-0712.

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ers on the committee, reports HDT, are split on the issue of accountability and want all crash reports, regardless of fault, to go into the Crash Indicator BASIC. The subcommittee also addressed questions about public access to CSA data. Most of the group recommended the agency deny public access to the three BASIC scores that do not correlate strongly to crash risk – Controlled Substance/Alcohol, Driver Fitness and Hazmats and continue to block the Crash Indicator BASIC. Again, safety advocate representatives contend that all scores should be public, according to HDT.

Keep Up with Company Recalls Recently, many of the truck manufacturers announced company recalls. As with all recalls, companies will be contacting owners, and dealers will inspect and replace all necessary parts. Owners may also contact their dealer to make inquiries if needed. Here are the major recent recalls. Paccar is recalling certain model trucks because the cables anchoring the seat belt buckles may fray. Models affected are the 2013-2013 Kenworth T680 and T880 and 2013-2014 Peterbilt 567, 579, and 587 trucks that are equipped with air ride seats. Daimler Trucks is recalling almost 43,000 Freightliner Cascadia tractors manufactured from May 7, 2012 to March 2, 2013 that are equipped with a SAMCAB software version 6.2 The NHTSA say that the DRL’s may not be illuminating properly after using the “turn-tip” function while driving. Volvo is recalling more than 5,200 VHD, VNL, and VNM trucks manufactured from April 18, 2011 to March 14, 2013 that are equipped with a horizontally mounted remote battery disconnect switch. The NHTSA says that the remote battery disconnect was manufactured with incorrect hardware, which could cause the cables to loosen. Navistar is recalling more than 1,600 2013 International ProStar commercial trucks manufactured from January 24, 2012 to January 2, 2013, with feature codes 29AEB and 29AEC. The NHTSA says that the axle bearing retaining nut lock snap ring may have not been installed or installed incorrectly. This could cause the retainer nut to become loose, causing the wheel hub to separate from the axle and could increase the risk of a crash. Owners of any of the affected trucks are encouraged to contact their local dealer immediately.

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