July 2014 edition by Inside Trucking

TABLE OF CONTENTS

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TABLEOFCONTENTS

NEWS INDUSTRY NEWS

FEATURED IT’S NOT TOO LATE TO JOIN THE HEALTHY FLEET CHALLENGE

TRUCKING LIFE LOOK AT YOUR CARDS

REGULATION CHANGES FOR DG SAFETY MARKS

RECRUITMENT EMBRACE CHANGE...PART II

FACTORING-A VISIBLE SMALL BUSINESS FINANCIAN OPTION

GENERAL

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SADAKNAMA

TECHNOLOGY

BOLLYWOOD

THE BLIND SPOT

EDITOR’S LETTER

JAGROOP BAL

I have seen more and more companies are introducing new technology to improve the driver communication with office, safety compliance or paper processing. Trucking industry cannot imagine what technology can do to improve the processing of the paperwork. Based on technology, Inside trucking is doing a case study, which will be released in few months. Few sample companies are selected and the traditional way of trucking data will be compared with the high technology data.

when you read the ECM data , he might be your worst driver.

EBOR will play a great role to improve the way of doing business. Drivers play the most significant role in the trucking industry but they are stressed with lot of small things other than driving. If you look at the past, technology has already done lot of things to improve the life of trucker. The introduction of automatic trucks, truck routing systems, dispatch trough EBORs, ECM data readers, pre-planning and much more stuff to assist drivers. With introduction of electronic logs and electronic pre-trip, scanning from the cab, no envelops required to calculate IFTA mileage, traffic alerts, detouring based on the traffic etc are some of the features that will make life of a trucker easy. You can also improve driver behavior by reading the ECM data. Sometime you think that Mr. Joe is your best company driver but

The American Trucking Associations (ATA) last week put pressure on the Federal Motor Carrier Safety Administration (FMCSA) to swiftly issue its electronic logging device (ELD) regulations.

All rights reserved. Reproduction of pictures, articles, or artwork in whole or in part without permission is strictly prohibited. Copyright © 2012 Mirage Media Inc. IMPORTANT NOTICE No warranties or representations are made on behalf of the advertisers or promotions in this magazine. If any person chooses to take any service, promotion, or respond to any advertisements, they do so strictly at their own risk, and no liability whatsoever attaches to the publishers, contributors, servants, or agents of this magazine. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photos, or any other material in connection with the advertisers or content in the Inside Trucking Magazine. Canadian Publications Mail Agreement No.42491513

The factors like hard breaking, speeding, idling etc can be used to score your drivers and then you might be change your decision to find the best drivers. I have studied the ECM data in the past and noticed that some companies are stressing upon improving driver behavior. The drivers are given scorecard each month and the driver can be interviewed constantly to improve his habits.

“We know these devices can improve safety, so it makes sense for FMCSA to do all they can to encourage adoption of electronic logging devices,” President of ATA Mr. Graves said. Lets start thinking to improve your technology otherwise you will be very late. Have a safe trip!

JAGROOP BAL Editor

Jagroop Bal - Editor In Chief

EDITORIAL

Baljinder Tamber - Marketing Patt. B - Sales Meira K - Copy Editor Lakhwinder Sandhu - Legal Advisor

Contributing Writers Brian Lutz, David Brown Jerry Popowicz, Glenn Caldwell, Ray Haight Steve Wallace, Harinder Hundal, Dr. Preet Randhawa, Mandeep Gill, Chelsea Howard, Prabhjot Chahal, Gurjot Singh Eugene Paul

DESIGN Mirage Media Inc. Publication#: 42491513

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Advertising Inquiries: sales@insidetrucking.ca General Inquiries: editor@insidetrucking.ca

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Anxious: Higher risk individuals may panic or freeze when faced with unexpected road situations, and may feel unsure about their driving abilities. Risk-taking: Higher risk individuals tend to seek excitement, enjoy taking risks and may underestimate possible negative consequences of their actions.

We provide training, coaching and management considerations. For more information, please contact us at: http://transrep.ca/transclick/

NEWS

Share the Road -Same Rules, Same Rights Ontario Government Helping Cyclists, Drivers Stay Safe As more cyclists take to the road during the summer months, the Ontario government is urging drivers and cyclists to share the road and travel safely.

Tips for cyclists: • Before you ride, make sure your bike is adjusted correctly and equipment is working properly. • Ride one metre from the curb or the right edge of the road where there is no curb, unless you’re turning left. • Stay out of the blind spots of vehicles, especially large ones such as trucks and buses, particularly when they’re turning. • Consider wearing a bicycle helmet. They can greatly reduce the risk of permanent injury or death if you fall or are in a collision.

Tips for drivers: • As a best practice, leave at least one metre between your vehicle and a cyclist when passing. Change lanes to pass whenever possible. • Don’t follow too closely -- cyclists don’t have brake lights to warn you when they’re slowing or stopping. • When you’re parked, always check your mirrors and blind spots for cyclists before opening a vehicle door. • If you need to enter or cross a bike lane to turn, do so after you make sure it’s safe. Don’t stop or park in a bike lane.

Quick Facts • Bicycles are considered vehicles, just like cars or trucks, which means they must obey all applicable traffic laws under the Highway Traffic Act. • All cyclists under 18 years old must wear an approved helmet. • E-bike operators must be at least 16 years old and wear an approved bike or motorcycle helmet.

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CTA: Recognizing Truck Driving as Skilled Occupation Key to Jobs Strategy

Truck driving is a skilled occupation that should not be lumped in with burger flippers and other low wage/low skill jobs in order for the industry’s jobs strategy to work. That’s the over-riding comment from the Canadian Trucking Alliance (CTA) in the wake of changes to the controversial Temporary Foreign Worker Program (TFWP) announced recently by federal employment minister Jason Kenney. “In an industry as fragmented and diverse as trucking, it’s not surprising there are varying opinions on the TFWP,” says CTA president David Bradley. “Obviously, those companies that utilize the program in order to fill truck driver vacancies will be impacted, whereas those who do not are less concerned.” According to the minister, the changes are designed to encourage Canadian businesses to fill job vacancies with Canadians, reduce the number of foreign workers in Canada under the program and put a stop to abuses. The minister says that scrapping the program, at least for low wage occupations, remains on the table. Regardless of whether a company uses the TFWP or not, Bradley says employing Canadians is always paramount and there is a very clear industry consensus that truck driving should be considered a skilled occupation. That fact that it isn’t, says CTA, is a key impediment to addressing the driver shortage, which could reach 33,000 in the for-hire trucking sector by 2020, according to the Conference Board of Canada. INSIDETRUCKING.CA

Bradley contends trucking companies who use the TFWP do not do so to expand their businesses. “Even prior to the announced changes the program was considered by most to be too cumbersome and restrictive for anything other than a temporary, stop-gap measure to fill unseated trucks when a company is unable to fill those positions with qualified Canadians.” “The TFWP is what it is,” he says. “It’s not an ideal program, nor is it a solution to the shortage of qualified truck drivers. But it’s all that is available to fill some seats on a temporary basis for those who choose to use it.” He says CTA would much rather work with the federal and provincial governments to fulfill the industry’s need for qualified Canadian transport operators; or where that is not possible, with qualified immigrant drivers on a path to citizenship. He says the current situation is untenable. “On the one hand, the government wants the TFWP to be a last resort or perhaps disappear altogether,” he says. “On the other, because truck drivers are lumped in with unskilled, low wage jobs like burger flippers, younger or displaced Can adians are unable to access programs like the Canada Jobs Grant, which would help them with the costs of the training they need before obtaining a commercial licence and becoming employable. “ “This is a real disincentive for people who might otherwise consider a truck driving career,” he adds. Moreover, by classifying truck driving as low-skill, the industry is excluded (except in the few situations where the TFWP can be a stepping stone to landed immigrant status through Provincial Nominee Programs) from utilizing immigration channels available to

people from skilled occupations. CTA believes one of the TFWP changes — the move from categorizing occupations as skilled or non-skilled to looking at whether an occupation pays low or high wages compared to the median average wage in a province — may reflect an effort to deal with the skilled vs unskilled issue. However, the use of a median hourly wage for truck drivers is problematic. “It’s not a homogeneous occupation,” says Bradley. “The wages and the demands of the job for local pick-up and delivery drivers, for example, cannot be compared to those of long distance over-thehighway drivers, where wages tend to be higher and the shortage is felt most acutely.” Bradley says the industry does not expect government to solve the driver shortage. He points to the efforts of CTA’s Blue Ribbon Task Force on the Driver Shortage, which is working hard to address the industry’s recruitment and retention challenges. “When it comes to issues of compensation, lifestyle and training, the responsibility rests with the industry,” he says. “However, governments do have an important role to play – they determine which occupations are eligible for shared training funds; which qualify for immigration; and they set licensing standards and oversee the training institutions.” CTA and the provincial trucking associations are calling upon the provincial governments to introduce mandatory entry level training for truck drivers. With the support of Employment and Social Development Canada, the Driving the Future Project – being managed by Trucking HR Canada in cooperation with CTA – is developing a new national occupational standard for entry level truck drivers and laying out a framework for better labour market information. “We must continue to work together,” says Bradley. “Trucks move 90% of all consumer products and foodstuffs in the country so it’s essential the industry has a sufficient supply of qualified drivers.” 9

NEWS

PILOT FLYING J ANNOUNCES LANDMARK INDUSTRY PARTNERSHIP WITH $1.25 MILLION DONATION TO TRUCKING MOVES AMERICA FORWARD Trucking Moves America Forward (TMAF) announces its most significant donation to-date as Pilot Flying J – the largest operator of travel centers and travel plazas in North America – commits $1.25 million over the next five years to assist with the growing industrywide movement. The partnership kicked off with a press conference at the Newseum in Washington, D.C., and addressed the various initiatives between Pilot Flying J and TMAF, including substantial health-related programming. “Pilot Flying J anticipates expanding our popular health initiatives and Road Warrior driver engagement campaign throughout the entire industry, utilizing TMAF’s wide-ranging network of professional drivers, owner-operators, technicians and more,” said James A. Haslam II, founder of Pilot Flying J. “Our travel centers also reach millions of people annually, and we are excited to share in telling the trucking movement’s story with such a vibrant, all-encompassing program.” Road Warrior is a Pilot Flying J-driven initiative to celebrate and honor professional drivers throughout North America for their determination and dedication. TMAF – launched at the Mid-America Trucking Show – is an industry-wide image and internal education initiative informing policy makers, motorists and the public about the benefits of the trucking industry to help build a groundswell of political and grassroots support necessary to strengthen and grow the industry. In

April, TMAF shared that it had raised more than a half-million dollars since its official March launch. “We are incredibly grateful for this generous donation as Pilot Flying J plays a key role in reaching millions of Americans and this partnership illustrates how committed we are – as an industry – to telling trucking’s positive stories,” said Mike Card, TMAF fundraising chair and president of Combined Transport, Inc. “The trucking industry is essential to the well-being of America’s economy, as we exclusively serve more than 82% of all our country’s communities and employ more than seven million people.”

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FMCSA Announces Changes to Reporting of Adjudicated Citations

More Than 30,000 Medical Professionals Now Listed on the National Registry of Certified Medical Examiners

The Federal Motor Carrier Safety Administration (FMCSA) announced in a Federal Register Notice this week that beginning August 23, 2014, motor carriers and drivers will be able to request the removal of roadside inspection violations from agency data systems to more accurately reflect outcomes of judicial proceedings. The updated policy will enable carriers and drivers to request, through the DataQs system the removal of violations that were previously uploaded into FMCSA’s Motor Carrier Management Information System by state enforcement agencies when a driver is found not guilty or if a violation is dismissed in court. FMCSA systems will continue to retain and display violations that result in a conviction or payment of fine. Persons who plead to or are convicted of a lesser charge will also have that information reflected. The changes are part of the agency’s continued effort to improve the quality and uniformity of violation data that is accessible across FMCSA systems to sharpen the focus on unsafe carriers and drivers. FMCSA considered more than 100 public comments before finalizing the updated policy, which has wide support within the commercial motor vehicle industry.

The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) today announced that 8,000 more health professionals have been added to the National Registry of Certified Medical Examiners (NRCME) since the new system for USDOT medical examinationslaunched last month with 22,000 providers. Another 22,500 medical professionals have also initiated the process for gaining their certification. All interstate commercial truck and bus drivers must pass a USDOT medical examination at least once every two years in order to obtain a valid medical certificate and maintain their commercial driver’s license (CDL). As required by federal regulation, effective May 21, 2014, all new USDOT medical examinations for interstate truck and bus drivers (both CDL and non-CDL drivers) are required to be performed by a medical examiner who has completed the required training and passed a certification test. The USDOT medical examination looks at a range of conditions to assess a driver’s ability to safely operate a commercial vehicle, including cardiovascular disease, respiratory and muscular functions, vision, and hearing. To meet the needs of professional drivers throughout the country, there are certified examiners in every state, and dozens or hundreds in most cities that can be located by visitinghttp://nrcme.fmcsa.dot.gov/.

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NEWS

ATA Calls for Swift Issuance of Electronic Logging Device Regulations In comments filed with the Federal Motor Carrier Safety Administration late last week, American Trucking Associations called on the agency to swiftly issue a mandate for commercial truck drivers to use electronic logging devices to monitor their compliance with hours-of-service requirements. “ATA supports laws and regulations mandating the installation and use of electronic logging devices for recording drivers’ hours of service. To this end, ATA advocated for the MAP -21 provision mandating a rulemaking to require ELDs,” ATA said in its June 26 comments. “ATA

Data Analytic and Reporting Drivers HOS (Finesse HOS) IFTA (Finesse IFTA) Cloud Dispatch MTO/DOT Audit Consulting C-TPAT, CSA, PIP, FAST Authorities and Permit Performance Monitoring

is confident that such devices will improve compliance with the hoursof-service regulations and ultimately safety.” “For ATA’s members safety is the highest priority,” said ATA President and CEO Bill Graves, “and as such, we stand behind the agency as it advances a common sense solution to improving the safety of our nation’s highways.” In its comments, ATA also called on the agency to provide incentives to encourage adoption of the technology in advance of the mandate. “We know these devices can improve safety, so it makes sense for FMCSA to do all they can to encourage adoption of electronic logging devices,” Graves said.

GOONLINE More news, and more highway chat, online! Check out www.insidetrucking.ca on your PC, Mobile, or Tablet!

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FEATURED

It’s not too late to join the Healthy Fleet Challenge… The Healthy Fleet Challenge is underway. So far there is over 25 fleets and allied trades from Canada and the USA competing together with one common goal, “to create more awareness of the importance of getting up off our butts and walking more,” said Aaron Lindsay, Marketing Manager at NAL Insurance. The Healthy Fleet Challenge isn’t a competition, although with team results posted on www.healthyfleet.com. “I think there will be a few fun rivalries heating up the month of July” said Lou Smyrlis, Editorial Director at Truck News who has partnered with NAL on this very important venture. To participate, team members purchased a FitBit device (wearable technology that measures your steps) or downloaded the http://www.moves-app.com/ ( free) which converted an android or iPhone into a pedometer. Teams were formed with as little as two members, but we have now allowed up to 15 to participate and fleet averages will be calculated. It’s no secret that our industry struggles with a sedentary lifestyle. Research shows that sitting for long periods of time is one of the things that reduce our life expectancy. Fleets were encouraged to build their team with O/O’s, Drivers and Staff to tackle this problem together. “Trucking is known for its long hours, time away from home and stressful situations – all of which can lead to unhealthy eating and exercise habits. And those unhealthy habits can ultimately result in illness and premature death for too many of our industry friends and associates” says Smyrlis. A few ways drivers can become more active on the road include:] • Periodic leg lifts and ankle turns circles (when you are parked and waiting to get unloaded). • When you do get stopped for good, don’t head straight to the restaurant where you sit down again, try going for a brisk walk. 14

• Park further away and do a few extra circles (during your circle check) around the truck. • Find a spot that you can stand to eat. It would be great if more truck stops built stand up booths don’t ya think? • Do exercises in and around the truck (see www.healthtrucker.com for some great exercise tips). • Stop at truck stops like the TA that have walking trails (140+) or exercise rooms (45 locations) • When you do get home, get more active with your family (bike rides, walk the dog, head down to the park and enjoy the great weather that we are finally getting.

Services at Challenger said “this challenge has created a lot of buzz already at our companies as we compete internally to see who can post the most steps each day”. Accountability seems to be the key for all of us. Until you start tracking your steps, it’s actually quite surprising how few steps you can actually take in a day.”

But it’s not just Drivers that are at risk. For those of us that work in an office, chances are we are sitting most of the day too. We sit when we are eating, travelling to and from work and many of us are so tired by the end of the day we may just plop ourselves down in front of the TV after dinner for another few hours before heading to bed.

Healthier Drivers and Employees means a reduction in lost time due to injury, illness and a reduction in prescription drug use. It’s truly a win/win situation for everyone.

Suggestions for Staff • Stand up when you are on the phone (maybe even get a head set) • Take the stairs • Have walking meetings • Go for short walks and grab some water • Try and stand and stretch every hour (set a timer) to get the blood flowing • Invest in a standing workstation • Invest in a stability ball chair • Go for a walk on your lunch (Many Brian Kurtz Trucking Employees go for a 1 o’clock walk) Carriers and Allied Trades that are participating have their logo posted on the www.healthyfleet.com site. In addition, teams also have individual pics of O/O’s, Drivers and Staff which allow them to hold their own mini competition at their respective companies. A recent addition to the site also shows how you personally rank with all participants in the challenge.

Statistics show that a sedentary person may only average 1000-3000 steps per day. Experts suggest that we should be taking at least 10,000 steps per day. If `your average stride length is approximately 2.5 feet long that means it takes around 2000 steps to walk 1 mile and over 10,000 steps to walk 5 miles.

Even though things started July 1st, fleets and allied trades are still invited to join the challenge to help us reach our goal of 25,000 miles (one time around the world) even quicker. In addition to accumulating daily and monthly steps, we also set up a 7-day rolling count meter on the site, so teams can be formed anytime right up until we achieve our goal of walking around the world as an industry. We’ve all heard the saying that knowledge is power…but it’s the application of knowledge that matters. Getting involved in the Healthy Fleet Challenge takes us one step closer to getting our O/O’s, Drivers and Employees, just a little bit healthier! You can request to join the challenge by sending your company information info@healthyfleet.com.

BYGLENNCALDWELL Glenn Caldwell is the Vice-President of Sales for NAL Insurance Inc. of London ON. For over 25 years, Glenn has worked closely with many fleets across the country to ensure their Owner/Operators have the protection they need to Keep Rollin’.

Mario Da Silva, Director of Corporate INSIDETRUCKING.CA

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TRUCKING LIFE

Look At Your Cards!

It’s

funny how age effects your decision making I recall being advised when I was a young lad that to further invest in the trucking industry by applying for operating authorities at that time would be very risky and the smart minds would not try it. This was pre-deregulation back in the mid to late 70’ and the world was coming of the longest and deepest recession it had ever seen up to that date. Being young and bullet proof we were oblivious to the risk and we were also full of blind confidence that we could prevail. I like to recall it as one of those moments of truth that come along once and a while we bit the bullet and we ignored the advice of our learned council and accountant and risked it all anyway. The economic world is a scary one and when I see these new companies that continually pop up in this industry and guessing the type of advice that these budding entrepreneurs likely got I can’t help but admire their spirit. I’d bet the farm that the advice I received all those years ago would sound a lot like it these

folks heard today. Comment like, it’s too risky, and these are uncertain times and, wait for a couple years then when times are better you can try it! Certainly when I look at opportunities that come my way now I look at them with a much different set of criteria than I did all those years ago. I also am cognisant of trying to not let that get in the way when I write this column and try to offer advice that I have collected over years of doing both the right things and the wrong things in this industry. Much of what I encourage folks to follow as a game plan falls on deaf ears and I except that reality, I am quite aware that many folks, especially the younger of us, believe they have a great opportunity that must be taken advantage of NOW, waiting is not an option, and that they can prevail on hard work and determination alone, planning is a secondary distraction. All this being said I love this Peter Lynch quote “Investing without research is like playing stud poker without looking at the

cards” or how about “Human beings, are almost unique in having the ability to learn from the experience of others and are also remarkable for their apparent disinclination to do so” a quote by Douglas Adams. There are so many great resources for educating oneself these days on how to be successful, this is not say that there wasn’t some good information back when I started but back then it was in book form and after I drove my days work it was time to hit the rack, reading a couple chapters and absorbing anything of value from a general business self help book was not in the cards and when I got home it was down time, get recharged and then head back out. Today there is a great wealth of information specifically on being a successful Owner Operator and it is available in the most convenient forms of transmission, downloaded from internet, satellite radio and CDs all that can be listened to while you watch the miles go by. If your thinking of purchasing a truck and becoming an owner operator or even starting a small trucking company here are

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some of the materials that I would suggest that you get a hold of and listen to as a way of formulating a plan to move forward. I would listen to Trucking Business and Beyond Kevin Rutherford on Sirius XM Radio Channel 106, I would also check out his web site at http://letstruck.com Kevin is an old friend of mine and a sea of knowledge on how to become a master Owner Operator. I took Kevin’s Certified Master Contractor course some years ago and it was excellent, well worth the time. I would check out ATBS’s CABS program, it is an American product but it is an excellent resource and except for a few of the references to the IRS it is full of valuable information, in addition it is narrated by Mr. Dan Baker who is the quintessential master of trucking processes and philosophy www.atbsshow.com/ cabs . I like what I see coming from Robert Scheper at THR Consulting, Robert has been a one man crusader for justice on behalf of Canadian Owner Operator against CCRA, his articles and much more can be found at www.thrconsulting.ca/index. html , there is a lot of good information to be found at Truck News Learning Center, including a 10 part series I did called Becoming a Successful Owner Operator www.trucknews.com/ videos . In addition of course there are many good industry publications whose editorial has valuable information that is there for the reading. The list can go on and on of good information that is there for the listening, much of it is free and the rest is very economical compared to the capital that you are talking about if you’re contemplating making an investment in trucking. So unless you are very good ay playing stud poker without looking at your cards there really is no reason to make an uninformed decision concerning this industry. If you happen to have a resource that you feel has good information that you might have used in educating yourself on this industry please send it to me so that I can share it with the rest of the folks. Take Good care and Safe Trucking Rjh

BYRAYHAIGHT CEO at Transrep Inc. Executive Consultant at NAL Insurance President at Haight Consulting Group Inc.

NEWS

Freightliner Trucks’ Run Smart Pit Stop Heads to the Quaker State 400 Freightliner Trucks, the Official Hauler of NASCAR®, is offering an innovative way for truck drivers to attend select NASCAR® sanctioned events this year. At the first event of its kind, the Freightliner Trucks’ Run Smart Pit Stop will have special amenities just for truck drivers, starting at the NASCAR®-sanctioned three-race Weekend June 26-29, 2014, at Kentucky Speedway in Sparta, Ky. Freightliner’s Run Smart Pit Stop will provide a secure, truckers-only parking at the racetrack with easy in-and-out access. Drivers do not need to drop their trailers no matter how large their load and can stay for up to three full days at the Pit Stop for the race activities. After preregistering at freightlinerpitstop.com, drivers can pull in and park at areas that will be designated on race weekend. The first 25 guests to register at www.freightlinerpitstop.com will receive two free tickets to the Quaker State 400. Tailgating giveaways, prizes and games will provide entertainment beyond the excitement on the track. Special guest appearances from Team Run Smart Pro drivers are scheduled, and Miss Sprint Cup may make an appearance at the Pit Stop. Select NASCAR Sprint Cup Series™, Team Freightliner drivers will be on hand for a special Q&A session, and the Alliance Pit Stop and Detroit Experience tour trailers will also be available with additional amenities.

$69 Million NRV Plant Investment to Boost Quality, Delivery for Volvo Truck Customers

A $69 million investment in state-of-the art equipment, processes and plant redesign will further improve manufacturing efficiency and vehicle quality at Volvo’s New River Valley (NRV) truck assembly plant in Dublin, Virginia. 18

“Freightliner appreciates how hard drivers work every day, and we wanted to provide them with a special opportunity to take a break and enjoy a VIP experience at the NASCAR race weekend in Kentucky,” said Stacey Premo, manager, motorsports marketing for Freightliner Trucks. “The Run Smart Pit Stop makes it easy for drivers to enjoy a weekend of NASCAR races, and our Run Smart Pit Stop will make it easy and fun.” The NASCAR®-sanctioned three-race weekend includes the NASCAR Sprint Cup Series™, Quaker State 400 presented by Advance Auto Parts, the NASCAR Nationwide Series™, John R. Elliott HERO Campaign 300 presented by Drive Sober or Get Pulled Over, and the NASCAR Camping World Truck Series™, UNOH 225. A second Freightliner Run Smart Pit Stop will follow the Quaker State 400 at the AAA Texas 500 at Texas Motor Speedway, October 31-November 2, 2014. As the Official Hauler of NASCAR, Freightliner Trucks transports various NASCAR industry cars and equipment from race to race, ensuring the teams are at the track and ready to go on time, every time. For more information and to register for the Freightliner Run Smart Pit Stop, visit www.freightlinerpitstop.com.

“This investment will spur significant improvements in material handling and parts flow that will allow us to increase throughput and reduce tiedup capital,” said Vice President and General Manager Lars Blomberg. “In addition to helping us further improve product quality, the redesign and additional equipment will also provide our employees with an even safer and more ergonomic working environment.” The enhancements will include stateof-the art, energy-efficient upgrades to the paint facility that will increase North American paint capacity and deliver superior quality. New racking and storage systems, docks, and lifting devices, together with the redesign of a variety of work areas, will allow improved material delivery. “The NRV plant and the passion of its employees are a competitive advantage for Volvo Trucks,” said Göran Nyberg, president, Volvo

Trucks North American Sales & Marketing. “This investment gives them the tools to continue optimizing delivery precision and quality for our customers.” Volvo Trucks North America’s operations and products are guided by the company’s three core values: Quality, Safety and Environmental Care. The Volvo VNM, VNL, VNX, VHD and VAH trucks are assembled in the United States at the New River Valley Plant in Dublin, Virginia, while Volvo engines for North America are assembled in Hagerstown, Maryland. The New River Valley Plant is certified to ISO50001 energy standards. Both plants are certified to ISO14001 environmental and ISO9001 quality standards.

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NEWS

MACK ROLLS OUT NEW CUSTOMERFOCUSED WEBSITE Mack Trucks is complementing its recently updated brand expression with an intuitive new www.MackTrucks.com website. Designed for easy use by customers and optimized for mobile devices like smartphones and tablets, the new site serves as a straightforward source of information about Mack’s products and services and helps customers connect with local Mack dealers. One aspect of the site’s design is the application-focused layout, which allows customers to explore models in the Mack lineup designed for their specific jobs. “Mack’s new site was built around helping customers find the right tools for the jobs they need to do, whether it’s on the highway, on a construction site, or anywhere else they’re operating,” said John Walsh, Mack vice president of marketing. “It’s all about

empowering customers by arming them with information they need to help their businesses.” The website incorporates Mack’s new forward-looking logo and bold photography, signatures of the Mack brand’s updated look and feel, with focused information for each application. Customers can easily search for the right model for their application – highway, construction, refuse, heavy-haul and alternative fuels – and learn about Mack’s industry-leading customer support services, including MACK® GuardDog® Connect proactive diagnostics and repair scheduling and Mack Pedigree™ Uptime Protection, an integrated package of business solutions ensuring customer satisfaction throughout the service, parts purchasing and asset protection experience.

Popular information about Mack, like the Customer Center and feature stories about Mack customers, is also available on the site. Enhancements planned for the near future include forums where customers can submit questions to Mack product experts and a section where proud Mack owners can upload photos of their new Pinnacle™, Granite®, TerraPro™ and Titan by Mack trucks.

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GOV’T ANNOUNCES REG CHANGES FOR DANGEROUS GOODS SAFETY MARKS AND PLACARDING

Transport Canada today announced forthcoming amendments to the Transportation of Dangerous Goods Regulations which include provisions to harmonize placarding requirements with the United States while at the same time providing more accurate information on the types of Dangerous Goods being transported, primarily for the purposes of first responders. Federal Transport Minister Lisa Raitt made the announcement at a press conference held at the headquarters of the Canadian Trucking Alliance-Ontario Trucking Association in Toronto . After making her announcement, Minister Raitt placed one of the harmonized placards on a tractor trailer before going on a ride ‘n drive in a Kriska Transportation truck, where she saw first-hand some of the latest safety and environmental technologies on-board today’s modern tractor-trailers, including aerodynamic devices and electronic logs. As for the TDG amendments, they were originally drafted and discussed with industry in the late 2000s, were supported by the Canadian Trucking Alliance (CTA) Board of Directors in 2009 and approved when the amendments were proposed in 2012 in Gazette I. Although most of the amendments are minor in nature (designed to eliminate confusion with the interpretation of the regulations and those applicable to shippers), there are some key changes of interest for the trucking INSIDETRUCKING.CA

industry: • Additional restrictions and quantities allowed for the display of a DANGER placard. The principal change is the use of the DANGER placards to loads (if eligible – meaning no superseding placarding requirements apply) only having a mass of less than 1000kg. This will align with US regulations, assist in cross-border compliance of shipments and provide more accurate information in the form of additional placards on the goods being transported. The DANGER placard up until these amendments, was considered a coverall measure that can be misleading in terms of what type and quantity of goods are on board a vehicle and also relieved the responsibility of many shippers in terms of providing proper placarding for their shipments to carriers. From a transition standpoint, carriers moving multiple shipment loads from the US into Canada are already complying with restricted use of the DANGER placard; • Flexibility for drivers in leaving placards in place on large means of containment until all dangerous goods indicated by that placard are unloaded. Today, in many instances drivers must remove placards once the quantity of dangerous goods becomes less than 500 kgs or face non-compliance charges. This is a cumbersome requirement to comply with at times and misleading in the sense that there are still dangerous goods on the vehicle. This would significantly improve reciprocity

with the regulations in the United States and make it easier for truck drivers with multiple deliveries to comply with the regulations and; • Introduce new safety marks for dangerous goods included in Class 5.2, Organic Peroxides, for marine pollutants and for limited quantities of dangerous goods, to harmonize with the UN Recommendations for the Transport of Dangerous Goods. It is expected Transport Canada will finalize these requirements in a Canada Gazette II publication in the near future. After that, there will be a six month transition period for drivers, carriers and shippers to come into compliance with the new requirements. CTA will provide a full analysis of the changes once the regulations are introduced in Gazette II and will be introducing the new regulatory language in its 2015 edition of its Transporting Dangerous Goods by Truck publication. In the meantime, complete details of the regulatory proposal (published in Gazette I, December 1, 2012) that will be incorporated into Gazette II, can be found here CTA would like to express a special thanks to the fine folks at Kriska Transportation , Glasvan Great Dane, Tallman Truck Centre for preparing the equipment that was on display at the press conference and for helping to make the event so successful.

EDUCATION

EMBRACE CHANGE …..PART II

BY STEVE WALLACE Principal GWallace 3 Management Solutions

Several months ago I wrote an article entitled ‘Embrace Change….It’s the only constant you are likely to See”. The article outlined the changes we have seen in our industry over the past 30 years and how things for the most part have been progressive in nature and for the most part an improvement on what we were currently doing. This theme appeared to hit a cord with many of my colleagues who claimed that a person would have to be crazy to think that the environment we are currently in is fundamentally better than the environment we were in. Unfortunately, they have missed the point. The article was not written to point out how good things were in the olden days and how crappy they are now….but was written to show how the industry has evolved and 22

that those who failed to adapt to the changes would eventually perish. However, the messages I received did start me thinking… were things really better 30 years ago than they are today??? The simple answer is NO….they were not better….they were just different. Once again, I can’t speak of the pre-deregulation era, but since 1982, when I first cut my teeth in this industry, I can speak of the changes and the dynamic impact on the industry and economy in Canada. Firstly, I can say wholeheartedly that there are very few Managers from 1980 that would have survived in the brave new world of 2014 (I don’t want to insult everyone, but here me out). My first series of Managers did very little managing. In fact, they left most of the day to day decision making up to the

supervisors and field people to manage the work. They would dictate wants without constructively adding any input on how the job was done. If targets were met, they took all the credit…..if targets were missed, they would berate the supervisory team. I have heard this form of management called ‘Seagull Management’, because the guy in charge flies in, squawks and craps on everyone, and then flies out….. These sorts of managers simply do not survive in today’s market (at least not for very long…). Tighter rein on costs have forced all managers to have a firm grip on their financials….the Seagull Manager is dead. As a result of this management style, a new, more resourceful manager was developed. This manager learned his skills through the ‘sink or swim’ theory. INSIDETRUCKING.CA

Not necessarily the most fundamentally sound tactic, but one that forced its participants to develop relationships with its workforce and foster a team mindset. This was not by design, but came into practice because there was a definite rift between senior and midlevel managers. Supervisors banded together out of necessity and developed skills that their leaders simply did not have. Those who did not adapt….left the industry or were let go. The managers of today are engaged in their operations and the good ones understand the entire scope of work, the costing structure and gross margins on virtually every aspect of their domain. Failure to understand these things will limit their opportunities and pigeon hole them in rolls with limited responsibility. Legislative changes have also made dramatic INSIDETRUCKING.CA

changes to our industry and although I have not necessarily agreed with all the changes that have been made over the past 30+ years, I do see the need for most of the changes. Log books for example are a relatively new change that the industry fought tooth and nail to keep out. At this point, I think they may have gone a bit too far in how much regulation was required; the absolute need for it was undeniable…especially in hindsight. Back in 1982, I was a lowly supervisor who worked the afternoon dock making about $25K per year. The best way for me to supplement my income was to run a load on the weekend to White River (just east of Thunder Bay) out of Toronto. I would leave Saturday at approximately 4pm, arrive in White River at 7am, unload and reload and be back on the road by noon. I had to have the truck back in Toronto prior to 6am as the vehicle was used during the week days as well. The round trip would take me approximately 45 hours and was non-stop (closer to 50+ in the winter time). I would do this 3 out of 4 weeks for almost 2 years. 1700 miles….2600 KMS in just 2 days….and this was normal…and all for $.14/ mile or about $250.00 per round trip. Now we can debate the merits of whether or not the current legislation is fair and just until the cows come home. The fact of the matter is that something had to correct this sort of behaviour. There are several of these trips that I can only vaguely remember, in fact, the road from Sudbury to Barrie on the return trip was always a concern because there is very little to look at and stimulate the driver. I would wager that more than a few trips were done on auto pilot. The best parts of these trips were that they were done in a day cab…so being tired and grabbing a couple of hours sleep was never really an option….a little caffeine and you were good to go. This was all legal and thousands of drivers were doing exactly what I was doing; only they were doing it 7 days per week. Are the roads safer now….yes!!!! Accidents are down, considerably, even with the increased traffic we now get to enjoy, so the change the government intended, served its purpose. Now log books may have been the single most significant change to legislation that impacted the transportation industry, but it is far from being the only change. Safety standards in general have made monumental strides forward. Things such as ABS brakes, tubeless tires, stability control, impact air bags, and tractor impact crumple zones have all been introduced into law and engineered into every power unit over the past 30 years. Drivers now walk away from accidents that 20 years ago would have hospitalized or killed a driver. Drinking and driving legislation has also tightened up considerably over the past

30 years. Although this legislation is not pointed directly at the trucking industry, it forced owners and drivers alike to cleanup their act’s, making the roads safer for everyone (I could tell stories that would curl your hair on this topic). I challenge anyone to criticize these welcome changes to the law. Finally, I would like to touch on technological advances over the past 30 years. Although I mentioned them in the past, technology is what drives the industry. In the past I have talked on real time communication and dispatching technology. These things definitely improve efficiency and help to drive costs out of the operation. However, they do very little to improve the lives of those who have dedicated their lives to driving for a living. Let’s look at the innovations that have come about and how they have improved the lives of the driver. Apart from all of the safety innovations that I previously discussed, let’s review some of the creature comforts that today’s tractors currently enjoy. Today’s power units drive more like a car than ever before. They have all the creature comforts of home, including TV and a fridge for down times as well as air ride seats, automatic transmissions, ergonomic gauge clusters, GPS and more. All of these things ensure the driver is comfortable and limits the amount of distractions that they will have to endure. The first tractor I drove was a 1967 Mini Mack, with standard steering, a bench seat and twin-stick transmission. For those of you who have never heard of a twin-stick, picture a transmission that had two shifters, one with 5 gears, and the other with 6….30 gear combinations, including 6 reverse speeds. The engine had a whopping 235 horse power, so you needed all those gears to generate enough torque to pull a loaded trailer. The exhaust pipe was literally 6 inches away from the driver’s ear….all you heard was the truck, so there was no radio. The only endearing quality to this unit was that the cab was so narrow that you could manually open the passenger’s window; while you remained in the driver’s seat…… and because it was a cab-over, it looked like a phone booth on wheels……imagine trying to convince a generation of drivers that this was a safe and inviting way to make a living. So….forget about how good the olden days were. I, for one, am glad they are gone. Change is good…..change is progressive and change is inevitable. The quicker everyone realizes this, the better off they will be. Learn from the past and improve on it, but don’t dwell too long on memory lane….the future will pass you by if you do.

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Truckers Applaud Agreement to Resume Intransit Truck Shipments Through US Announcement long overdue, but a big step toward efficient cross-border trade, says CTA The Canadian Trucking Alliance (CTA) says an agreement between the Canada Border Services Agency (CBSA) and US Customs and Border Protection (CBP) is a big step towards realizing one of the key outcomes of the Beyond the Border (BTB) Action Plan – the restoration of carriers’ ability to conduct in-transit movements of Canadian domestic shipments through the United States. It was revealed earlier this week the two agencies had reached a harmonization agreement on the data required for domestic goods transiting through the other country. Under the Action Plan, the two countries agreed to develop by June 2012 “common sets of data elements required for … domestic shipments which transit through the other country,” with implementation by December 2013. “This data harmonization agreement is an overdue but extremely important development,” says David Bradley, CTA’s president and CEO. However, CTA is not claiming victory just yet. Implementation could be delayed if the customs agencies require both countries’ systems to be able to accept each other’s information electronically, something the Alliance has been told could take years.

Consequently, CTA is proposing the introduction of interim measures – e.g., a pilot project or trial – which would utilize the harmonized data set and allow for resumption of in-transit truck shipments at least on a limited basis. “It would be a shame to see the true benefit of the agreement – the resumption of intransit movements – delayed indefinitely over systems issues,” says Bradley. “The agreement demonstrates a commitment by both CBSA and CBP to move forward, so we are hopeful they will be receptive to exploring interim measures to accommodate in-transit shipments.” For many years, instead of moving domestic shipments (e.g., Toronto-Calgary) across the top of the lake head, it had been common practice for Canadian carriers to transit through the United States on safer, multilane divided highways to avoid inclement weather, reduce wear and tear on vehicles, improve fuel efficiency, and provide drivers with more access to rest areas. Since the goods were not entering the U.S. for consumption or being offloaded or stored, they could enter with minimal documentation. At the same time, many U.S. domestic shipments (e.g., mail entering Canada at Buffalo, re-entering

Johnson Refrigerated Truck Bodies Announces Digital Makeover

the U.S. at Detroit) also move in-transit through Canada. However, U.S. policy changed in the aftermath of 9/11 to classify in-transit shipments as international loads, subject to full documentation and advanced e-manifest submission to CBP. This effectively ended in-transit shipments through the United States for Canadian carriers. (Canada did not follow suit, which created an uneven playing field where U.S. domestic shipments could still move in-transit through Canada while Canadian domestic shipments were denied similar access to the United States). The restoration of in-transit shipments is one of two key measures CTA has been championing since before the BTB process. The other, which also has the support of the American Trucking Associations and business groups on both sides of the border, is relaxing the restrictions on foreign drivers from repositioning their own empty trailers. “The current rules which determine when a foreign carrier can use one of its drivers to reposition its own empty trailers in the other country are inconsistent, inefficient and incompatible with modern logistics practices,” says Bradley.

Johnson Refrigerated Truck Bodies announced today the launch of its redesigned website. Found at www.johnsontruckbodies.com, the new site is streamlined to provide a user-friendly experience and deliver quick, easy access to essential product information. In addition to improved functionality, the updated aesthetics are now more visually inviting and consistent with the sleek look and feel of its parent company’s website (Great Dane). Critical elements include a locations directory and an expanded image gallery offering enlarged views of key vehicle components. Customers can also easily find more information on innovations exclusive to Johnson Refrigerated Truck Bodies. “The two immediate goals of the redesign are to provide consistency and to inform users about the distinct advantages of Johnson Refrigerated Truck Bodies,” commented Mayo Rude, Vice President of Sales and Marketing. “Ultimately, the website is an invitation to explore our innovative products and an extension of the unprecedented level of customer support we provide at Johnson.” From the new homepage, users can easily navigate to aftermarket parts, product manuals, brochures, the latest media information and details on FleetWise, Johnson’s authorized service network. To complete the customer experience, the new site is also mobile friendly and connected to the social media channels Facebook, LinkedIn, Twitter and You Tube. Customers, potential customers and members of the media are invited to follow us.

DRIVERRECRUITMENT

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SAFETY & COMPLIANCE

ATA Hails Senate Action on Hours-of-Service Restart Rule American Trucking Associations leaders applauded the Senate Appropriations Committee for adopting a common sense solution proposed by Sen. Susan Collins (R-Maine) to address the unjustified changes to the restart provisions of the hours-ofservice restart rules. “Since these rules were proposed in 2010, ATA has maintained that they were unsupported by science and since they were implemented in 2013 the industry and economy have experienced substantial negative effects as a result,” said ATA President and CEO Bill Graves. “Today, thanks to Senator Collins’ leadership, we are a step closer to reversing these damaging, unjustified regulations.” The Collins Amendment, which was adopted today, would suspend, for a year, the new restart rules that push more trucks onto the road during daytime hours, a consequence the Federal Motor Carrier Safety Administration failed to fully analyze from a safety standpoint. “America expects its freight to be moved, and

these new rules prevent some drivers from taking a restart over the weekend,” said ATA

Chairman Phil Byrd, president of Bulldog Hiway Express, Charleston, S.C, “and as a result, they need to take their restart midweek leading to shipping delays and costs. “And if you’re fortunate enough to be able to take your restart over a weekend, it exacerbates congestion because this regulation dumps concentrated amounts of trucks on the highway system at 5:01 a.m. Monday morning when America is heading off to work and school,” Byrd said. “This is not the end of this debate,” said Dave Osiecki, ATA executive vice president and head of national advocacy, “but thanks to the hard work of ATA’s members, the professional staff, ATA’s federation partners and the courage and leadership of Sen. Collins and others on Capitol Hill, we are one step closer to reversing these damaging regulations.”

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Meat Industry Joins Truckers in Opposing Crossborder Agri Fees Canada’s meat processors, packers and suppliers are the latest businesses to echo the trucking industry’s serious concerns with the U.S. Department of Agriculture’s (USDA) Animal and Plant Health Inspection Service’s (APHIS) inspection fee hikes. The proposed increases to the agricultural quarantine inspection (AQI) fee – which apply to every truck crossing the border regardless of whether the shipments contains agriculture products or wood pallets or not – could be as high as 200 percent. Like the Canadian Trucking Alliance, the Canadian Meat Council (CMC) has filed a submission with USDA, expressing “significant concerns” with the proposed change to the AQI fee structure. CMC says it supports government programs that are necessary to prevent the transmission of pests, diseases and food-borne pathogens. However, it says “setting excessive fee increases without consideration of the impacts on industry, or without seeking ways to more effectively and efficiently deploy its resources for better risk assessment and targeting, is troublesome.” It points out the Canadian meat industry is subject to duplicative U.S. government controls and fees at the border. On top of the APHIS program, Canadian trucks carrying meat shipments must also report to a privately-owned “inspection house” where USDA’s Food Safety and Inspection Services (FSIS) select a portion of the shipment for inspection. The fees are set by the private inspection house. “The economic trend in the meat industry is not very healthy at present and increasing user fees under the AQI program will not improve the situation. In our view, the impact of the proposed AQI fee increases will exacerbate the production costs and burdens on cross-border trade for both Canadian suppliers and their U.S. customers,” CMC executive director James Laws stated in the submission. “The regulatory proposal is based on a costing methodology – nothing more – to align fees with actual program costs. When fees are imposed on the basis of full cost recovery, not only is there an absence of recognition of the substantive public good or public health benefit that can derive from the program, there is an absence also of financial incentive for government authorities to fulfill the program in the most cost-effective manner.” CMC also points out the proposed changes to the AQI fee structure also “run counter to the shared vision” of both federal governments as reflected in the Beyond the Border Action Planand the Regulatory Cooperation Council (RCC). “Both initiatives aim to advance our shared interests in economic competitiveness through enhanced perimeter security as well as strengthened regulatory alignment and cooperation.” APHIS is urging USDA to reconsider its regulatory proposal and to “consult on the basis of the trusted trader principles as championed by both the Canadian and the United States in the Beyond the Border Action Plan.” Earlier this week, CTA released a legal opinion from the Gowlings legal firm which finds the APHIS fees are “inconsistent” with NAFTA General Agreement on Tariffs and Trade (GATT).

FACTORINGA VIABLE SMALL BUSINESS FINANCING OPTION

FACTORING

is quickly becoming a much more well-known method of allowing business owners to quickly and easily access the capital they need for their businesses to thrive and survive. Although it appears at first glance to be more expensive than a traditional bank line of credit, there are several benefits that – for some – far outweigh the cost. For many businesses, it is the perfect solution. For small-to-medium size companies across Canada, access to capital is a primary concern. Recent articles written by entrepreneurs and financial professionals have outlined that one of the biggest mistakes a small business owner could make is to be “undercapitalized”. One article in the Globe & Mail Report on (Small) Business stated, “Without enough funding, entrepreneurs wind up running out of cash or cutting corners to get by, thinking they will be able to fix things later. But your first chance to get things right is often your only chance”. Take the example of a small company that has new business opportunities coming up in the near future with no REAL method of

financing this growth. Banks traditionally lend based on what you have DONE, not the forecast of what you are going to do. For a newer company – especially one in a service industry – it also becomes a question of collateral. If the strength in the transaction is the quality of the invoices that will be created in the near future, traditional financing is not going to happen. Though factoring in North America is close to 200 years old, it remains relatively unknown as a financing tool. However, its current growth is in part a result of changes in how banks lend to small business. In many cases, credit is becoming centralized and no longer handled at the local branch level. As it becomes more well-known, factoring will be the viable alternative to the companies that do not yet qualify at the bank level. In addition to the easy access to cash, many companies choose to factor as part of the “outsourcing” trend that is so prevalent in business today. It became acceptable to outsource many of the day-to-day business functions that were not part of your company’s core business – from Information

Technology, to Human Resources, and so on. So why not outsource the management of the entire accounts receivable side of your business – from credit checks, to assigning credit limits, to posting incoming payments, to collections – and accelerate cash-flow at the same time? Factoring no longer needs to be the “where to go if the bank says no”. It is now a viable option for companies that are new in business, or growing at a very advanced rate. Simply put, factoring is the purchase of accounts receivable (invoices) at a discount at or near the time of invoice creation. Factoring is not a loan. There is no debt repayment and no compromise to the client’s balance sheet. There are generally no longterm agreements to commit to and the timing of the process from initial application to funding is relatively quick (usually 1 week for the first funding). Factoring allows the client to use their own hard earned assets to create cash for the growth needs of the company today.

PETERBILT MODELS 579, 567 NOW AVAILABLE WITH SMARTIRE Helping provide improved fuel economy, safety and tire life, the Bendix SmarTire Tire Pressure Monitoring System (TPMS) is now available for Peterbilt’s Models 579 and 567, the company recently announced. The TPMS system monitors the pressure and temperature of each tire on the vehicle in real time and will warn the operator of potential problems. The system helps operators keep tires properly inflated, which improves fuel economy and reduces tire wear. “Peterbilt is pleased to offer this technology to our Model 579 and 567 customers as another cost-saving feature on these already high ROI vehicles,” said Robert Woodall, Peterbilt’s Director of Sales and Marketing. “Tires are one of the largest expenses for fleets and the SmarTire TPMS can help reduce this cost, as well as save money through reduced fuel costs, less downtime and safer operation.” The SmarTire TPMS includes sensors mounted on the wheel inside of each tire and an in-dash display within the main

instrument cluster. In addition to communicating warnings, the display can provide the operator with on-demand tire pressure and temperature information. The Bendix SmarTire system sends alerts for tire pressure deviation, critically low pressure and high temperatures. The system provides instant visual alerts and has an optional audible alarm. In March, Peterbilt introduced the new EPIQ package for the Model 579 that includes the SmarTire system. The EPIQ package can increase fuel efficiency by up to 10 percent through improved performance of key components and an optimized spec that utilizes the most fuel efficient options available. In addition to SmarTire, it includes the PACCAR MX-13 Engine, Fuller Advantage UltraShift PLUS transmission, aerodynamic fairings and enhancements, Low Rolling Resistance Tires and optimized drivetrain software.

PUNJABI

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acfnk iek alP nµgI aOrq cIkf mfrdI, bfhF KVIaf krky sVk dy ivckfr af KVI» Auh mrnf cfhuµdI sI jf bhfny nfl trWk rokxf cfhuµdI sI, asI kuJ nf smJ sky» hYzlfietf dI qyj roÈnI ivc Ausdf ngn ÈrIr dyK ky myry sfQIaf dIaf rflF tpk peIaf, Auhnf dI BfÈf ivc rWb vlo ByjI sugfq ƒ CWikaf jf skdf sI» kuJ agfh vDf ky asI trWk rok ilaf» jfieËf ilaf, ipWCy afdmI vgYrf qf nhI af rhy ? ieho ijhy bhfinaf nfl gWzIaf vI luWtIaf jFdIaf hn» sWB TIk vyK ky asI hyTF Auqr afey, hux Auh guWCI muWCI hoeI sVk kµZy bYT geI qy rox lWgI» Auh Br jubfn sI» suµdr qf nhI sI lWgdI pr hnHyry ivc sWB aOrqf ieko ijhIaf hI lWgdIaf hn» myry puCx qy Auh bolI-”Auh mYƒ mfr dyvygf” -kOx? -’myrf suafmI’-Auh bolI» -’ikAu’? -Auh hr roj do iqµn afdmI lYky afAudf ey-qy afKdf ey mY Auhnf nfl sovF, Auh Aus ƒ Èrfb plfdy hn, pYsy idµdy hn, hux Aus ƒ pµc bxfAux gy- aWj sWq afdmI lY afieaf, afKdf ey myrIaf votF hn- iqµn afdmI qf mY brdfÈq kr ley, qy pÈfb krn dy bhfny BWj afeI-afh dyKo zrYvr bfb¨ asF dyiKaf iPkI cfnxI ivc Aus dIaF gWlF, moiZaf qy CfqIaf ivco lh¨ ism irhf sI mYƒ bcflo zrYvr bfb¨-iksy hotl qy CWz idE mY BFzy mFj lvFgI-’Auh igVigVfeI, ‘Auh mYƒ lWBdy hoxgy»’ mY koeI pIr pYgµbr qf nhI sF, pr aµdr iek psIjx vflf idl hY» myry sfQIaf dIaf aWKf dI vihÈIaq vI guafc geI» asI gWzIaf vflyimtI GWtf JfVx leI purfxIaf sfVIaf rWKdy hF» Aus ƒ purfxI sfVI idWqI-qy gWzI ivc ibTf ky afpxy iek pihcfx vfly hotl qy CWz idWqf» sfzy vfps afAux qy Auh EQy nhI sI» ho skdY, AuQy vI kuJ aijhf vfpiraf hovy» hotl vfly ny eynf hI dWisafiek rfq acfnk clI geI» asfm dy iek ksby iÈbsfgr ivc cfr pµj mhIny irhf hF» hr kbIly df afpxf sWiBafcfr huµdf hY» afpxy rsmo irvfj huµdy hn» keI afidvfsI bWicaf dI blI dy ky Auhnf dy isrf ƒ glf ivc pf ky nWcdy hn-qf Auhnf df dyvqf pRsµn huµdf hY» ikDry ËihrIly sWpf dIaf mµzIaf lWgdIaf hn» pr eyQy iek isKr dupihr snsnI PYl geI» iek afdmI iek hWQ ivc mnuWK df isr vflf qo PVI qy dusry ivc hWQ ivc lh¨ nfl nucVdf dfqr PVI, abfqbf boldf Qfxy vWl vigaf jf irhf sI» Aus qo kuJ ivQ qy BYBIq pµj sWq afdmI sihmy ijhy Aus dy

ipWCy af rhy sn» kuJ aOrqf vyK cIkf mfrdIaf rfh CWz geIaf» mnuWK dy kWty isr ivco lh¨ vg irhf sI, ijvy Auh huxy hI vfrdfq krky afieaf huµdf hY ijQy mY rihµdf sF, Qfxf kuJ kdmF dI ivQ qy sI» Aus afdmI ny isr Qfxydfr dI myj qy jfky rWK idWqf qy lh¨ BIijaf dfqr Qfxydfr vl krky boilaf, “ies afdmI ny myrI aOrq nfl ieÈk kIqf, Aus hrfmjfdI vI ies nfl ieÈk krdI sI» ivafh qo pihlf vI krdI sI, Aus nfl vI smJ¨gF, Qfxydfrf ijhVf vI BYx-co myrI aOrq vWl vyKygf, Aus df eyhI hÈr hovgf» “Aus dIaf aWKf ivco ijvy lh¨ co irhf sI» qy Auh ijvy afieaf sI-EvyN Èfn nfl cilaf igaf» iek hWQ ivc, vflf qo PiVaf hoieaf mnuWKI isr qy d¨sry hWQ ivc lh¨ nfl BIijaf dfqr» Qfxydfr df hlk suk igaf sI» Auh kuJ vI nf bol sikaf» myj Aupr lWgy lh¨ ƒ vyHdF irhf- ijQy kuJ icr pihlf iek kWty isr dIaf pWQr hoeIaf Aus ƒ G¨R rhIaf sn» nf hI smfj qy nf hI vyly df kfƒn Aus afdmI ƒ sËf dy sikaf-ijs ny kyvl ies krky mnuWK df isr kWt ilaf sI, ikAuik Aus ny AusdI aOrq nfl ieÈk kIqf sI» iPr suixaf mhIny ku bfad Aus dI aOrq vI sihm nfl mr geI» ies mnuWKI cihry dy ikho ijhy do r¨p hn» iek aOrq ƒ ies leI mfr irhf hY ik Auh Aus dIaf KudgrjIaf leI Aus dy khy nhI lWgdI , dusrf ies leI ijbfh kr irhf hY-ik Aus dy supxy dihlIËF qo bfhr nhI jf skdy ieho ijhIaf AudfsIaf qf mn ƒ vI Audfs kr jFdIaf hn

BY BALDEV SINGH

INSIDETRUCKING.CA

Mack Trucks Offers Grant Application Assistance for Alternative Fuel and Clean Diesel Customers To help customers maximize their return on investment, Mack Trucks announced it is now working with an organization to assist dealers and customers navigate through the grant process to obtain public funding for alternative fuel- and clean diesel-powered vehicles. “Mack is a leader in offering customers solutions that improve the total cost of ownership,” said Brian Layman, Mack vice president of business development. “Whether the solution is an alternative fuel vehicle or a service, such as helping simplify the grant application process, Mack is dedicated to working with customers to help achieve their business needs.” Mack retained the services of the Sustainability Initiatives Group (SIG), which will maintain an up-to-date inventory of federal and state grant information, offer summaries on relevant grant opportunities and assist in the grant application process, including the writing of the grant. Customers should contact their local Mack dealer for more information.

A driver fuels a Mack® Pinnacle™ Axle Back model. To help customers maximize their return on investment, Mack Trucks announced it is now working with an organization to help dealers and customers navigate through the grant process to obtain funding for alternative fuel- and clean diesel-powered vehicles

TECHNOLOGY

NAVISTAR CLASS 8 VEHICLE ACHIEVES FIVE PERCENT FUEL ECONOMY IMPROVEMENT

ProStar with 13-liter engine and Eaton Fuller Advantage Series Automated 10-speed transmission now available for order Navistar, Inc. announced its International® ProStar® linehaul and regional haul tractors are now available with the company’s 13-liter engine and Eaton Fuller Advantage™ Series Automated 10-speed transmission. The new ProStar offering delivers up to five percent in fuel economy improvement. “The increased availability of automated transmissions helps us address the driver shortage issue by reducing the variance between experienced and inexperienced drivers,” said Bill Kozek, president of North America Truck and Parts, Navistar. “Every percent of fuel economy improvement makes a difference, and pairing the aerodynamics of our ProStar with technologies from Eaton Fuller helps our customers maximize their fuel savings.” Additional benefits of the ProStar with the 13-liter engine and Eaton Fuller transmission include optimized engine and transmission communications, intelligent shifting and downspeeding, which allows the engine

to operate at lower revolutions per minute (RPM), to use less fuel without sacrificing performance. “The benefits of automated transmissions have driven considerable acceptance in the industry,” Kozek added. “Automated transmissions now make up 30 percent of the market in North America with the trend continuing upward.” As part of the engine and transmission combination, the Eaton Fuller Advantage Series Automated transmission will be offered in one rating combining Navistar’s 13-liter engine rated at 450 hp and 1550/1750 lb. ft of torque for linehaul and regional haul applications in the United States and Canada. The company’s portfolio of fully automatic and automated manual transmissions also includes Eaton Cummins Smart Advantage™, Eaton UltraShift® Plus and Allison TC10 transmissions.

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anuÈkf dy nfl irÈqy ƒ lY ky Kulfsf krngy ivrft ! kfmyzI dy ikµg kipl Èrmf dy Èoa ‘kfmyzI nfeIts ivd kipl’ ‘c hux tIm ieµzIaf dy stfr ivrft kohlI vI afAux vfly hn» jI, hF Èoa dy host kipl Èrmf ivrft kohlI ƒ Èoa ‘c bulfAux ‘c kfmXfb ho gey hn» drasl ies gWl dI jfxkfrI kipl Èrmf ny PysbuWk ‘qy afpxy PYns dy nfl Èyar kIqI ijs ‘c kipl ny iliKaf hY ik ‘kfmyzI nfeIts ivd kipl’ ‘c ivrft kohlI ƒ ilafAux leI INSIDETRUCKING.CA

mYƒ bhuq sfrIaF irkvYst iml rhIaF sn» s¨qrF dI mµnIey qF kipl afpxy aµdfË ‘c AunHF nfl anuÈkf Èrmf dy bfry c svfl-jvfb krngy qF AunHF df jvfb ivrft kI dyxgy ieh jfxn leI ies aYpIsoz df sB ƒ ieµqËfr hY» dWisaf jFdf hY ik ies qoN pihlF virµdr sihvfg, sunIl gfvskr aqy kipl dyv vrgy ikRkytr ‘kfmyzI nfeIts’ ‘c mihmfn dy r¨p ‘c af cuWky hn» 39

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mYƒ ikAUt nhIN sYksI afKo : aflIaf aflIaf BWt ƒ lok Cotf mµndy hoey ikAUt afKdy hn pr Auh ikAUt bx ky Kfs KuÈ nhIN hY» Auh cfhuµdI hY ik lok Aus ƒ sYksI kihx» Aus dI qsvIr dukfnF ‘qy jF bYWzr¨m ‘c lgfAux» iek ieµtrivAU dOrfn aflIaf ny ikhf ik Aus ƒ sYksI grl df tYg ajy qk nhIN imilaf hY qy Auh cfhuµdI hY ik loky Aus ƒ sYksI afKx» ieh hYrfnI dI gWl hY ik aflIaf ny afpxI hr iPlm ‘c ikisµg sIn idWqy hn, iPr vI lok Aus ƒ hOt jF sYksI nhIN kihµdy hn»

buafeyPRYNz dI qlfÈ kr rhI hY aµzrvrlz dI aYks grlPRYNz aµzr vrlz zOn ab¨ slym dI pRyimkf rih cuWkI bflIvuWz aiBnyqrI moinkf bydI hux nvIN iËµdgI dI Èur¨afq krn jf rhI hY» Kbr imlI hY ik kort qoN afËfdI imlx qoN bfad hux ieh K¨bs¨rq aiBnyqrI ƒ ipafr dI qlfÈ hY» moinkf ƒ adflq qoN vWzI rfhq imlI hY» Aus df pfsport Aus ƒ vfps iml igaf hY aqy hux Auh jldI hI afpxy pirvfr nfl imlx nfrvy jfx vflI hY aqy AuQy afpxy jIvn sfQI dI Bfl krygI» ab¨ slym dy ivafh dIaF KbrF bfry ‘c Aus df kihxf hY ik Aus ƒ Aus dI koeI jfxkfrI nhIN hY» ies mfmly ‘c moinkf ny ikhf, ‘’ieh ab¨ df injI mfmlf hY» mYN Aus ‘qy koeI vI itWpxI nhIN krnf cfhuµdI» ab¨ ƒ myrIaF ÈuWBkfnfvF»’’ iËkrXog hY ik moinkf ƒ gYNgstr ab¨ slym nfl Èfml hox dy mfmly ‘c jyl jfxf ipaf sI, ijs kfrn Aus df pfsport Ëbq kr ilaf igaf sI pr hux jdoN Aus ƒ kort qoN rfhq iml geI hY qF Aus df pfsport vI Aus ƒ vfps idWqf igaf hY»

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zrtI ipkcr vrgI iPlm nhIN kr skdI krInf vidaf bfln qy ipRXµkf copVf df kihxf hY ik bflIvuWz ‘c hIroaF dy mukfbly hIroienF ƒ GWt imhnqfnf imldf hY jdik krInf kp¨r df kihxf hY ik Aus ƒ hr iPlm df bxdf imhnqfnf iml irhf hY, ies leI Aus ƒ ies sbµDI koeI iÈkfieq nhIN hY» krInf aWj kl iPlm isµGm irtrn dI È¨itµg ‘c ruWJI hoeI hY» krInf ny ikhf ik mYƒ koeI iÈkfieq nhIN hY ikAuNik mYƒ hmyÈf shI imhnqfnf imilaf hY» ieh Ër¨rI nhIN hY ik jo mYƒ shI lWgy, Aus nfl d¨jIaF aiBnyqrIaF vI sihmq hox» AunHF ikhf ik mYN zrtI ipkcr vrgI iPlm kdy nhIN kr skdI» myry aµdr ieµnI ihµmq nhIN hY pr golmfl 3 vrgI iPlm ‘c kµm krnf myry leI cuxOqIp¨rn sI

HIRING TECHNICIANS

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TECHNOLOGY

INSIDETRUCKING.CA

PressurePro and Shaw Tracking Announce Partnership: Leaders in TPMS & Fleet Management Solutions join to bring fleet efficiency to Canadian market Advantage PressurePro, worldwide leaders in Tire Performance Management Solutions and TPMS technologies, and leading Fleet Management Solutions provider Shaw Tracking, have announced a strategic partnership formed to provide customers with real time, fully integrated vehicle performance information. The announced partnership enables PressurePro’s advanced TPMS solutions to be offered across all of Shaw Tracking’s in-cab Mobile Computing Platforms (MCP), bringing real-time, fully integrated tire performance management additions to Shaw Tracking’s already advanced offerings. Adding both in-cab monitoring solutions direct to the MCP viewable as well as complete remote monitoring options, the new offering helps fleets revolutionize their tire management programs.

Data Analytic and Reporting Drivers HOS (Finesse HOS) IFTA (Finesse IFTA) Cloud Dispatch MTO/DOT Audit Consulting C-TPAT, CSA, PIP, FAST Authorities and Permit Performance Monitoring

“As the leaders and pioneers in our industry, we not only want to give our users the most thorough performance information, we want to present the data in a way that customers can gain the absolute most efficiency out of it,” stated Vanessa Hargrave, PressurePro’s Director of Marketing. “With remote options alongside of Shaw Tracking, our users not only gain the ability to monitor every single tire in a fleet from a central location, they also gain the ability to log and analyze this information allowing insights to tire performance previously unattainable.” “With this strategic partnership, fleets of all sizes now have full monitoring and reporting capabilities of tire performance information directly to the MCP in-cab display and to the back office,” says Kate Rahn, Director of Sales at Shaw Tracking. “Fleets can now proactively monitor tire inflation data to quickly address critical tire maintenance needs, helping fleets extend the life of their tires, and prevent accidents caused by improper tire care, allowing significant additions to safety and savings.”

1-888-879-7442 www.grovesoft.ca INSIDETRUCKING.CA

NEWS

NEW KENWORTH MEDIUM DUTY CABOVERS NOW AVAILABLE FOR ORDER The new Kenworth K270 and K370 cabovers with extensive new exterior and interior enhancements are now available for order.

metropolitan areas are also considering cabovers because of a better turning radius, extra payload room, and changing urban

inches of payload room, and a 35-foot overall length which is rapidly becoming the new norm in major cities,” Powell said.

length laws.

The K270 and K370 are standard with the 6.7-liter PACCAR PX-7 engine rated at 220hp and 520 lb-ft of torque, and the Allison 2100HS 5-speed transmission. Both truck models feature a standard air ride driver’s seat and 2-person bench seating with storage underneath. A new option is single driver and passenger seats with a large console with storage and cup holders in between. Available with wheelbases ranging from 142 to 242 inches in 12-inch increments, the Kenworth K270 and K370 can accommodate bodies from 16 to 28 feet. A large 2,500-square-inch wraparound windshield combines with large side windows to give optimum visibility.

Kenworth’s K270 Class 6 and K370 Class 7 cabovers are for pick-up-and-delivery operations, food and beverage companies, furniture hauling, landscape businesses, and street sweeping and striping, among other applications. The Kenworth cabovers are especially ideal for city and neighborhood applications, where tight turning and a shorter overall length are required. New additions to the Kenworth K270 and K370 cabovers include a fresh exterior, new dash and gauge cluster, front air disc brakes, electronic braking module, Allison 6-speed transmission, push-button control shifter, and Dana rear axles. “With these key enhancements, Kenworth is bringing a new level of excellence of quality, innovation and comfort to the medium duty market,” said Doug Powell, Kenworth’s medium duty marketing manager. Powell noted that truck operators running medium duty conventional trucks in

“Compared to a typical medium duty conventional, the K270 and K370 offer up to a 30 percent better curb-to-curb turning radius, a 63.4-inch BBC with an extra 45

For specialized applications, the Kenworth cabovers offer a new “clear rail” package that relocates the air tanks, DEF tank, battery box, and exhaust after treatment up behind the cab. This new option opens up room for custom bodies, such as street sweepers.

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BY JAGROOP BAL

he term ‘blind spot’ is frequently used throughout the transport industry in North America. The obstruction of visibility around the vehicle while driving is considered a ‘blind spot’. Driving school instructors teach us the basic concept of how to be aware of blind spots. In my opinion, this term can go beyond just the aspect of being unable to directly view surroundings while driving; blind spots can go so far as to include driver health such as diabetes, blood pressure, sleep apnea, exercise (or lack thereof), family relations, depression, negative company, fast/junk food, and more.

How clean and impressive is your Driver Record: As I have mentioned lot of factors in my previous articles which act as blind spots in a driver life road. Most of the factors acting as blind spots were related to health. But this time I want to talk about something else which remain hidden for most of the time but once it come up it could act as turning point in drivers life. It is your driving record. Any time you goes to a company to get hired , the first thing they ask about is your Criminal record ,CVOR & Abstract . If you don’t have clean records in MTO , DOT or police files then your chances are very slim to get hired. The PSP system that can bring all your good and bad 46

inspections in US in last 3 years or Canadian CVOR or abstract can pull up your on road inspections results. A good recruiter can judge your driving behavior based on these three document. As a safety & compliance guy , I have seen lot of drivers getting rejected for job due to their bad driving records. Yes it is one of the major blind spot of the drivers and they only realize when they get rejected in good companies. The data system in USA & Canada are becoming easily accessible to the public . The company get all the inspection ( good or bad) within few hours in Canada or within few days in USA. SO it is very important to save your driving records if you want to make your living from driving. Some time it is too late for a driver to recover . It is not only duty of the trucking companies to pull CVOR & abstract of drivers on time but it is also the moral duty of the driver to keep checking their records on quarterly basis. If you are a driver , please don’t plead guilty to every ticket. Make sure you take some expert advice before you just pay it. Good driving abstract is the key to success of a professional driver. If you keep your driving abstract clean , every company will try to hire you. Being professional is not only behaving professional but also proving it by showing your clean driving record. I have seen lot of big companies has started pulling PSP (preemployment screening program ) before they hire any driver. They use to have

only CVOR & Abstract on file but PSP is becoming equally important. Make sure you keep it clean

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_Z?f VaY \aZa 5Ng WFUeN Fi Nd_anf WaZ Pc Ld5a8 Z8 UbM6 _g Everest TL reefers are built to out-tough the road…and make you money. Constructed with a wide range of features to resist moisture and corrosion, these dependable trailers are light-weight, yet strong and extremely durable. What’s more, we use the industry’s most advanced modular foaming process to deliver void-free insulation of unmatched consistency and thermal efficiency. In the long run that means Standard composite floor a low total cost of ownership and more sills and organic-coated profit in your pocket. fasteners fight corrosion and moisture build-up.

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Available with ThermoGuard and CorroGuard technologies for maximum lifespan.

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