Over the Road October 2023

Why DRIVE YOUR CAREER!

• HERE FOR THE LONG HAUL

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1189694

Ontario Ltd. C.O.B. as Over The Road

Publisher Peter Charboneau

peter@otrgroup.ca

Director of Operations & Editor-in-Chief

Cathryn Charboneau cathryn@otrgroup.ca

Account Executive Luke Zentil luke@otrgroup.ca

Account Executive Earle Madden earle@otrgroup.ca

Graphic Design & Advertising

lennykuiper.com

lennykuiper@gmail.com

Controller Estela Navarrete estela@otrgroup.ca

Office Manager Mary Charboneau mary@otrgroup.ca

All advertisements, and/or editorials are accepted and published by Over the Road on the representation that the advertiser, its advertising company, and/or the supplier of the editorials are authorized to publish the entire contents and subject matter thereof. The advertiser, its advertising company, and/or the supplier of the editorials will defend, indemnify and hold Over the Road harmless from and against any loss, expense or other liability resulting from any claims or suits for libel, violation of privacy, plagiarism, copyright or trademark infringement and any other claims or suits that may rise out of publication of such advertisement and/ or editorials. Press releases are expressly covered within the definition of editorials.

Keep Your Company Moving With Online Training

During this time of crisis, we need to ensure two things continue to happen:

● Continued transportation of vital goods and necessary food items.

● Open communication with drivers, dispatchers, and other employees.

COMPLIMENTARY TRIAL ACCESS WITH ONLINE TRAINING

We are offering 30-day complimentary access to our system to assist companies in maintaining driver safety training, including tracking and reporting. The Coronavirus pandemic has proven the critical need to Limit face-to-face interaction between employees. But how can your company encourage remote work and still bring on new drivers safely and effectively? How can you keep your drivers up to speed on safety content that would traditionally be covered in safety meetings?

Remote online training allows you to do both:

● Ensures participation and comprehension

● Consistently delivers important elements of your orientation

● Quickly gets your trucks moving safely

● Saves time, resources and money

● Simple to implement quickly and with very little effort on your part

There are no shortcuts when it comes to consistency and quality Infinit-I Workforce Solutions offers a communication and learning management system that allows you to simplify orientation through remote, online training. Spread Coronavirus awareness by distributing messages and policies from your company to your entire fleet.

to increase the Take advantage of our 30-day Complimentary Trial efficiency of your orientation. Keep your company moving!

For additional Coronavirus resources for Trucking & Logistics, visit https://www.infinitiworkforce.com/ppc/comp-access-cn-2/ www.infinitiworkforce.com

“Amazing support staff.”

Robert D. Scheper

Low Paying Freight and Crisis Management

As the trucking industry deals with lowerthan-usual freight rates, carriers are using varying responses. The ones who have weathered bad seasons before knew what to expect. They had disciplined themselves to not overspend when they had the chance. But there were a lot of new carriers that came into the market in the spring of 2022. They were attracted by high freight rates and nearly insane demand. It was a blood in the water-feeding frenzy that is very rare to see.

When the demand for power was so high that nearly anything and everything was jumped on, sanity was lost in the moment. Some finance companies agreed to leverage carriers without reports or restraint. I know one carrier that went from 8 trucks to 40 in 10 months… and they were company trucks, not independent operators. I’m sure there were many other examples of hyper-expansion.

As I mentioned before in another article, I had a client who bought a $150 K truck in Nov/Dec 2019, drove it for 27-30 months and sold it for $180 K in 2022. That’s some serious negative depreciation… its actually recapture AND Capital gains… something that virtually NEVER happens in trucking with a new truck. I mentioned the windfall of the driver/operator before… but just think of the BUYER in that story! They financed a

$180 K purchase and 12-16 months later the truck at auction could get maybe $65-70 K. That’s over a $100 K drop in one year… ONE TRUCK. I know the carrier who bought it… they didn’t buy just one, they bought 12 that I know of. It can safely be estimated this is a cool million-dollar loss in one year and has to be paid down with low-paying freight. I’m sorry but that’s not going to happen… I just heard the carrier had closed their doors. At the time of writing this article, I cannot confirm what happened to the assets or even if they declared bankruptcy - I just know a bunch of people who were owed a lot of money didn’t get paid and I was told they probably won’t be.

Inexperience in the free market environment, combined with excessive ability to borrow can be a recipe for disaster.

I was around when the final stages of deregulation brought in thousands of new carriers (pre-2000). So, when fuel costs (which were stable for two decades) increased by 30-50% in about a year, things got very bad, very fast. The entire industry had never even heard of a “fuel surcharge” never mind a fuel subsidy for independent operators. Trucks were lined up and parked in farmer’s fields as operators and overleveraged carriers took the brunt of the slowdown.

In 2009, the oversupply of houses compared to the number of buyers dropped real estate prices nationally for the first time since the great depression. The economy hit a brick wall, and in the middle of a “driver shortage” carriers stopped hiring (except in rare situations). Many laid off the bottom 10-15% of their operators, slashing their capacity to keep their good operators current in truck payments. It’s like the industry dug a hole, put on a helmet, and waited for the bombs to stop dropping. Some carriers kept afloat by “trimming the numbers” from their operators. For nearly 18 months I had a three-inch pile of papers on my desk with examples of out-and-out “theft”. It was not a good time. I kept telling my clients... just be thankful for a job… because there was little that anyone could do. Taking your carrier to court would only get you fired.

Today many carriers are bemoaning a freight crisis. As humble as I can be in the circumstances, I must still respectfully refrain some of my sympathy. Things have been worse… much worse. Those who were seasoned, or restrained from losing their minds in debt are doing just fine under the circumstances. When the asset prices or debt threatened to go too high, they simply stopped bidding and borrowing and just accepted their capacity as is/was. Today they have reasonable debt (if any), and their asset costs are solid… even under the circumstances.

Given the environment of low-cost trucks, if they wish to upgrade their equipment with used, they now can act under the business

model “buy low – sell high”. When it comes to an environment of low-paying freight it’s a buyers’ market - taking advantage of the industry’s crisis to make sound management choices.

You don’t need to be a seasoned businessperson to take advantage of opportunities, you just need patience. Patience sometimes only comes through experiencing bad seasons, usually to the proud or greedy. I know because that’s how I learned my patience.

The tuition for the school of hard knocks is very high… but luckily... tax deductible.

About the Author:

Robert D. Scheper is a leading Accountant and Consultant exclusively serving the Lease/ Owner operator industry in Canada. His first book in the Making Your Miles Count series “taxes, taxes, taxes” was released in 2007. His second book “Choosing a Trucking company” is the most in-depth analysis of the independent operator industry today. He has a Master’s degree (MBA) in financial management and has been serving the industry since he and his wife came off the road in 1993. His dedication, commitment and strong opinions can be read and heard in many articles and seminars.

You can find him at www.makingyourmilescount.com or 1-877-987-9787.

SEARCHING FOR A TRUCK DRIVING JOB

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Managing Fatigue

In the TRUCKING world, nothing is more important than ‘safety’! What does safety mean? It means keeping the driver and all other road users, pedestrians, and cyclists safe. The responsibility of a safe truck driver goes far beyond the cargo that is in the trailer. It includes the safety of everyone, including themselves, on the road. One of the most critical aspects of safety is managing fatigue. This means not driving when tired. A truck driver’s body needs proper breaks for rest and adequate sleep. It is so important to listen to your body!

Can you imagine driving down a long stretch of highway with miles/ kilometres of roadway ahead and a very monotonous landscape? The engine is running at its mythical beat and the road is just lulling you to sleep. The feeling of tiredness may be a state of fatigue. That feeling of being tired affects cognitive abilities, coordination, and reaction times. This dramatically increases the risk of a crash.

Chris Harris

If you continue to drive in a state of fatigue or exhaustion, it is not only detrimental or destructive for your health, but now you pose a serious hazard on the road. When fatigue/ tiredness sets in, judgement can become clouded and the ability to respond or determine potential dangers ahead dramatically diminishes. Fatigue jeopardizes not only your safety but the safety of everyone on that highway.

Your body Is the most reliable indicator of the state that you are in. Pay close attention to all the signs of fatigue, such as frequent, chronic drifting between the lines on the highway and difficulty maintaining a constant speed (without cruise control). I know pulling over for a quick break is an inconvenience for you, but the consequences of continuing to drive tired can far outweigh this minor inconvenience/break.

Taking regular breaks is not a sign of weakness; it demonstrates that you take safe driving seriously and are responsible and caring. Taking a break allows you to go for a quick walk, stretch, have a drink (water is best) and re-energize. Short intervals of just 15 minutes make a world of difference in combatting or fighting tiredness/ fatigue. Use this time to walk around, do some light exercise and enjoy a healthy snack. You’ll be more alert, and you’ll be able to focus. Build regular breaks into your driving routine.

I know the trucking industry demands that you adhere to schedules and that not meeting those schedules/ deadlines is critical. With some companies, it may even cost you your job. It would be better to not work for this type of company than being involved in a crash. Your body needs 7 to 9 hours of sleep. Prolonged lack of sleep has proven to lead to tiredness and illness. Have a plan in place to take breaks for every trip.

The new modern trucks have many tools to help you manage fatigue. Some examples are lane departure warning systems, collision and avoidance systems, adaptive cruise control and now even fatigue detection systems. These tools try

to alert you when they detect that you, the driver, are tired. It is hard, but I hope you embrace these new technologies. I hear many complaints from drivers about the buzzing and lights flashing. Just remember it is trying to warn you that you may be tired.

You are the captain of the ship, and you are the only one who knows when your body is trying to tell you that you are tired. You have a tremendous responsibility to be safe and prioritize safety. Fatigue management is not a luxury. It is an essential component of safe driving. Don’t be that driver who tries to power through exhaustion. Take a break. Be safe, make money and return home to your family.

Stay safe out there!

Chris Harris Top Dawg, Safety Dawg Inc. 905-973-7056

chris@safetydawg.com @safety_dawg (twitter)

32nd annual

Fleet Safety Council Conference

Date: Friday October 27th, 2023

Location: Millennium Gardens Banquet Centre (20 Polonia Ave #100, Brampton, ON L6Y 0K9)

Master of Ceremonies: John G. Smith

AGENDA:

› Transportation Industry Update: The Changing Face of Transportation (Steve Lawn: Private Motor Truck Council of Canada Board Chairman)

› Is It Time To Cull The Herd In Trucking? Setting Priorities in a Tough Economy (Dirk Kupar: President, TruckRight)

› The Gamification of Training (Phil Speed: SVP Business Development and Client Services, The Learning Network)

› Mental Health Panel: Requirements, Responsibilities, Resources and Innovation (Moderated by John G. Smith: Vice PresidentEditorial at Newcom Media Inc.)

› Best Practices Presentations: Building Your Line of Defense (Presented by: The Chapters of the Fleet Safety Council)

KEYNOTE SPEAKER:

Sébastien Sasseville: Motivational Speaker, Athlete and Author

From Mount Everest to the Sahara: Thriving in Change to Win the Long Game

Regular: $299

(Before September 30th)

MISSION STATEMENT: To promote health and safety within the transportation sector through network support and sharing of information resources, allowing us to have a strong voice in the industry. Sponsorship opportunities available

(After September 30th)

TABLE PRICING AVAILABLE

Ellen Voie

Challenges and Opportunities for Women in the Trucking Industry

Since 2007 the Women In Trucking Association has worked tirelessly to create a more gender diverse workforce for transportation careers. However, despite the gains women are making as drivers, managers and leaders, there are still challenges that women face that need to be addressed.

A company called Catalyst Research studies trends for female employment and defines “ male-dominated industries” as a job held primarily by men. The English dictionary goes further and defines “ male-dominated” as an area of activity in which men have most of the power and influence.” At Women In Trucking Association, we’ve changed our language to call trucking a “male populated” industry, as we strive to be more dominant by increasing women’s power and influence.

The reason women enter trucking, especially as professional drivers, is because there is no pay disparity. Whether the pay rate is by the mile, the load, the hour or a percentage, the pay is the same regardless of gender, age or ethnicity.

The majority (83 percent) of women who enter trucking have been encouraged to do so by a family member or friend. This is important, as they are aware of the lifestyle and the over the road nature of the job. For this reason, women are often better prepared and better informed about the job as a professional driver.

The challenges women face are the same as men, but women are more vulnerable to certain issues, such as restroom access and safety and harassment concerns. Catalyst Research found that women in male-dominated industries were more likely to be harassed.

First, because of the smaller numbers, there are fewer mentoring opportunities for women to learn from and to connect with other women. Secondly, the pressure to fit into the culture prompts many women to try to act like one of the guys, which further adds to more stress by adopting a different way of interacting.

Catalyst Research also found that many women who are trying to prove themselves, work much harder and this often leads to burnout.

During the pandemic, the concern about the virus caused shutdowns in rest areas, restaurants and loading docks. Access to restrooms was restricted and although both men and women were affected, women experience greater challenges that men do not face. Male drivers often admit to “watering the tires” but this isn’t as simple for women. Privacy is also needed for other physical needs only experienced by women, including pumping breast milk for infants.

Currently, there is a nationwide effort to require shippers to allow access to restrooms through legislative actions, but it’s a sad commentary on how our professional drivers are treated as they deliver the nation’s goods.

We’ve learned that women are more likely to leave a carrier if they don’t feel that the company has a positive safety culture. This includes three areas that start with the equipment’s age and level of maintenance. A broken-down truck is not safe for anyone, so a company with well-maintained trucks and a good safety record is the priority.

Secondly, the safety culture includes the driver’s personal safety when picking up or delivering as well as when en route. Truck stops are cited as the worst areas for women regarding their safety (and harassment), so carriers with their own operating centers and driver facilities are more attractive to female drivers.

Finally, a positive safety culture means the driver is the person making the determination when the roads are slick and snow-covered, if a hurricane is predicted, or even if a protest is in the area. If a driver does not feel comfortable in the expected conditions, the response of the dispatcher will reveal whether the company respects her decision to take a break.

We all want to see a more gender-diverse workforce in transportation careers, but we still have some challenges that need to be addressed. Join the Women In Trucking Association (www.womenintrucking.org) and help us remove these obstacles.

Ellen Voie President/CEO/Founder of Women In Trucking, Inc.

ellen@womenintrucking.org

www.womenintrucking.org

Mission: Women In Trucking was established to encourage the employment of women in the trucking industry, promote their accomplishments and minimize obstacles faced by women working in the trucking industry.