Ttn december 2015 web edition by The Trucking Network Inc

Contents HE TRUCKIN T G

DECEMBER, 2015

NETWORK

NAVEEN NAV- EDITOR nav@thetruckingnetwork.ca Vikram Bajwa Copy Editor Danny Bajwa Account Executive

CONTRIBUTING WRITERS Glenn Caldwell, Ray J Haight, Tony Hayton, Siphiwe Baleka, Ellen Voie, Rod Stiller, Dave Raynsford, Harmanjit Jhand, Doug Harris, Melodie Champion and Robert D. Scheper and Daryl Sanderson

22 The Future of Driver Health and Fitness

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What makes a good WSIB Alternative Program for Owner/Operator Fleets in Ontario?

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Walmart Locked in Legal Battle over Tracy Morgan Crash

PUBLICATION The Trucking Network is a monthly bilingual magazine

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Informative

32 Holiday Season 33 Thinking Like a Thief 42 New Yearâ&#x20AC;&#x2122;s Resolutions 45 New Section of 401 Open 47 Worst Bottleneck List Released in US

Driver Treatment by

Business is Business Customers a Growing Concern

A Safe and Happy Holiday

Bollywood gossip

Editorial

New Tow Legislation Could Hurt Trucking aking sense of new legislation can be a daunting task. Just try pouring over the details of any proposed bill, act or law and see how long it is before the ocean of legalese makes your head spin

(I guess that’s what lawyers are for). The problem is even well intentioned rules that will benefit

society can include details that will have unintended and often negative consequences in other areas.

Take for example the Fighting Fraud and Reducing Automobile Insurance Rates Act, 2014. On its surface this

legislation looks great. It’s designed to lower insurance rates and protects consumers by more closely regulat-

ing the towing and vehicle storage industry. This is long overdue. While many towing companies run honest and fair businesses, tales of downright extortion are common in that world, and it’s one that’s been underregulated for too long. However, a recent trucknews.com article shed some light on a small detail buried in

the maze of ‘clauses’, ‘sections’ and ‘subsections’ that could have far-reaching effects on the trucking industry.

The act requires tow operators to be governed by the CVOR. Because of this they’ll need to adhere to hours of

service rules. For many heavy tow truck operators, particularlyoutside of the city this is a problem. In rural

areas these drivers often take calls at night after working a full day. In emergency situations it simply has to be done. Now consider for a minute Hwy. 11 is blocked by a transport and the only heavy towoperators in the area have no hours left to get there and clear the road. The same applies for regular tow operators. An

accident involving cars in a rural part of the province may block the highway for much longer than it currently does. It won’t take long before the lineup of transports is substantial. Pulling into the scales is also an issue. A heavy tow truck loaded with a tractor will often be too heavy. The new legislation forces heavy tow operators to often run illegal.

It’s too late to stop this piece of legislation from passing. It already has. However much of the act (specifically

parts dealing with the towing industry) we’re set up as a framework which will be subject to government consultations and potential changes. It’s important that the trucking industry keeps a close eye on this and

does whatever it can to ensure the new rules work for everybody. Keeping the roads clear plays an important

role in making sure freight gets to its destination on time. It’s also a good reminder of how important it is to

keep an eye on all legislation affecting our roads. Laws are often passed by people with little or no knowledge of the trucking industry that end up impacting it greatly. If we don’t make our voices heard from within the industry, we might end up dealing with unwanted consequences for years to come.

Have some thoughts about the ongoing evolution of American and Canadian trucking-industry relations? We’d love to hear your feedback

as stakeholding industry professionals. Please, contact us with any input on this editorial or any other story via nav@thetruckingnetwork.ca Thank you!

Naveen Nav - Editor

IMPORTANT NOTICE

We need your feedback

Send a letter to the editor and you can get published! E-mail: nav@thetruckingnetwork.ca

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December 2015 | The Trucking Network | 7

Truly a,"Team effort Company" since its inception in 1990 Quik X has adopted and maintained its philosophy that ensures absolute service quality from every corner of operation. As an expedited LTL carrier operating across both Canada and the United States with 9 terminals and several affiliates, Quik X has strategically established itself so to maximize route schedules and maximize customer service. With a fleet combination of both company units and owner operators Quik X’s commitment to provide customer service is continuous. Quik X is part of the TransForce group of Companies since 2012, this powerful combination is a successful formula forsuccess for all parties including drivers,owner operators and Quik X customers. “IT’S PEOPLE NOT DIESEL THAT MOVES TRUCKS.” Quik X’s head office is based in Mississauga Ontario and operates its LTL expedite servicefor its customers haulingtandem or tri-axle trailers either refrigerated or dry freight loads. Drivers and owner operators experience the Quik X benefit of pulling properly serviced and maintained equipment, eliminating unnecessary down time relating to loss of revenue. Quik X operators and drivers enjoy a steady work flow that is on a constant increase as satisfied customers experience our professionals’ dedication to service.

Quik X Experience the Unique Opportunity Quik X’s recruiting and retention department’s role is to seek out today’s trucking’s professional driving talent and present them with the successful path of opportunity, here at Quik X. May of todays’ applicants see an application as a barrier between them and the position they are applying for, when in reality it is their passport to a better future. Applications are designed so that everybody applying has the opportunity to highlight their experience. Each question is a company’s point of interest that is awaiting an answer. Leaving a question blank on an application creates additional questions in the mind of those doing the hiring. When the question asks if you had any accidents in the last 5 years and you have an accident free driving history, promote yourself, don’t leave the reply area empty, reply in writing that you have “No Accidents”. Be proud of the fact that in the last 5 years you have been alert, safe, operated your

vehicles in a preventive manner looking out for the other drivers and have taken all necessary measures so not to have an accident. Most applicants’ cheat both themselves and the company they are applying when they fail to disclose their truthful pass. Quik X hiring department outlines it positions offered to all applicants with no surprises and expects its applicants to do the same. With that noted, an accident from the past is an experience of safety for today and tomorrow, don’t hide your experience. So many applicants are under the impression that the truth of their past will hurt them, when all it really does is tell me whom I am looking at. A driver’s ability to drive a tractor trailer is part of what is needed the other part is the individual’s integrity and approach to problem solving. Quik X, like any other trucking company, does not manufacture anything but continues to be a successful and profitable transport company because of its superior service that is demanded and expected by its customers. And to do so, it requires teamwork, such team work is managed by Quik X’s operation team, and their dedication to staying on schedule and commitment to Quik X’s driving force. With safe and realistic travel times from company terminal to company terminal, forecast of departure and arrival times are done with the accuracy of a Swiss watch. Maximizing the use of all its assets Quik X’s maintenance department and network of service providers eliminate a drivers doubt of working with unsafe equipment. QuikX’s Maintenance department is dedicated to ensuring each and every piece of

equipment is maintained and safe to be on the road eliminating unnecessary downtime. Quik X service to its customers extends geographically from Canada and into the USA. Operating legally and effectively within the FMSCA and Canadian transportation laws requires the guidance from Safety and Compliance. With an open door policy Quik X’s driving force is just a phone call away from the safety department when poised with a transportation challenge. With established time allowances from point to point, drivers can maintain a stress free schedule that puts them on time for their

arrival and on schedule for a customer’s delivery. New hires at Quik X attend an informative orientation program that allows drivers and managers to get to know each other. Drivers receive a refresher course on both general and mandatory rules of the road and get to understand Quik X’s safety and maintenance program. Quik X invites you to join its existing driving force. Why not have Quik X’s army of dedicated individuals supporting you and be treated with the attention and care of family. The retention of Quik x’s driving personnel is long term with individuals that have tenure of 10, 15, and 20 years, along with some who have been with Quik X as recent as yesterday. Those who join Quik X quickly find out that there is plenty of work and miles for the individuals thatwantthem and the culture one works within consist of safety, respect and profitability. The proof of such a statement is endorsed by the individuals who have driven company units for decades at QuikX and the same from owner operators whom started with one unit and are now running 4 to 5 units within the operation.

News

US House of Representatives Rejected Increase in Truck Weight-Limit

n alteration to a bill in the US House of Representatives that would have enhanced truck-weights was rejected. According to a report by Heavy Duty Trucking the new measure would have permitted individual states to increase the vehicle weight cutoff to 91,000 pounds for tractor-trailers furnished with a 6th axle. The amendment would have allowed additional 11,000 pounds to a truck’s GCW restriction and added a necessary 6th axle. The Coalition for Transportation Productivity (CTP) representing almost 200 manufacturers, shippers, carriers and associations, faulted the revision’s failure on excessive lobbying by the railroad business. Executive Director of CTP, John Runyan announced that “The rail business’ crusade to piece truck profitability at any expense conveyed the day, as individuals from Congress were gone up against with a dumbfounding measure of deception about the SAFE Trucking Act”

A Poll Reveals More Internet Connectivity Putting Fleets at Greater Risk

report by Fleet Owner indicates that the rapid growth of linked devices and vehicles is causing more cyber threats for the trucking industry, mostly for smaller trucking businesses. According to a new survey by insurance firm Nationwide, the explosive rise of so called “smart” devices and truck telematics complexes is exposing businesses to an increased threat of cyber-attack for which most are not prepared for. Amongst the small business owner that did not keep cyber-attack answer strategies, 46% said they feel that their present software is safe enough, whereas 40% reported they didn’t reason they’d effect a cyber-attack, the magazine reports. The poll revealed that close to 8 in 10 small business owners don’t keep a cyber-threat

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reply plan although most of respondents (63%) say they’ve been effected by at least one type of cyber-attack Michael Kaiser, executive director of the National Cyber Security Alliance said “The Internet is evolving into something that connects everything and everyone,” and “Our vehicles are quickly morphing into ‘smartphones on wheels,’ the number of connected devices at home and at work is rapidly rising.” Consequently, transformational machineries are on the prospect, but to gain the advantages, skills must be safeguarded against cyber-attack by understanding the way to keep devices safe, understand what data is being gathered and where it’s being kept, and how to take advantage of available user controls for the device, said Kaiser. Continued on page 49

December 2015 | The Trucking Network | 13

News

US House of Representatives Rejected Increase in Truck Weight-Limit

Development of Northern Ontario Multimodal Transportation Strategy

n alteration to a bill in the US House of Representatives that would have enhanced truckweights was rejected. According to a report by Heavy Duty Trucking the new measure would have permitted individual states to increase the vehicle weight cutoff to 91,000 pounds for tractor-trailers furnished with a 6th axle. The amendment would have allowed additional 11,000 pounds to a truck’s GCW restriction and added a necessary 6th axle. The Coalition for Transportation Productivity (CTP) representing almost 200 manufacturers, shippers, carriers and associations, faulted the revision’s failure on excessive lobbying by the railroad business. Executive Director of CTP, John Runyan announced that “The rail

ccording to Ontario Trucking Association (OTA), a meeting between OTA and MTO officials was held to develop a Northern Ontario Multimodal Transportation Strategy (NOMTS). The NOMTS will figure out short, medium and long-term answers for enhancing the system for all types of transportation in northern Ontario, including air, rail, road and marine in coming 25 years. According to the plan, he possible areas of improvement by MTO could include physical infrastructure, service levels, operational concerns, program funding, governance, partnerships and more. Although MTO is currently at the planning point, OTA has considered some early input and will be requiring direct response from carrier affiliates as this project moves forward. Among the first main theme to be discoursed is the establishment of rest stops in North Ontario.

business’ crusade to piece truck profitability at any expense conveyed the day, as individuals from Congress were gone up against with a dumbfounding measure of deception about the SAFE Trucking Act”

Ontario Trucking Association Members included into Pioneer, Half Century Clubs

lder fleet managers rejoicing their Silver and Golden anniversaries in the trucking industry were included into the Ontario Trucking Association’s (OTA’s) Pioneer clubs, according to OTA news. Brian Kurtz of Brian Kurtz Trucking Ltd., was inducted to the OTA Half-Century Club for his 50 years of steadfast service to the industry and the OTA. Continued on page 49 14 | The Trucking Network | December 2015

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News

Development of Northern Ontario Multimodal Transportation Strategy

Ontario Trucking Association Members included into Pioneer, Half Century Clubs

lder fleet managers rejoicing their Silver and Golden anniversaries in the trucking industry were included into the Ontario Trucking Associationâ&#x20AC;&#x2122;s (OTAâ&#x20AC;&#x2122;s) Pioneer clubs, according to OTA news. Brian Kurtz of Brian Kurtz Trucking Ltd., was inducted to the OTA Half-Century Club for his 50 years of steadfast service to the industry and the OTA. Those included into the Pioneer Club of OTA for their 25 years of service to the industry are Trevor Kurtz of Brian Kurtz Trucking Ltd; Jeff Hall, J & R Hall Transport Inc.; Steve Ondejko, Onfreight Logistics; James Steed, Steed Standard Transport; Steve Thibert, Tibbs Transport Inc; David Skater, Brian Kurtz Trucking Ltd. and Al Russell, Thomson Terminals Limited. www.thetruckingnetwork.ca

December 2015 | The Trucking Network | 15

News

New Food Safety Regulations Take Effect April 2016 CTA Comments on Growing Cargo Crime Problem on W5

choing the sentiments of the Canadian trucking industry, CTV’s W5 recently aired a three-part special report on cargo crime and how the growing problem is affecting carriers and consumers alike. W5 featured CTA President David Bradley, who said cargo theft is one of the most lucrative criminal activities in Canada. It rarely makes headlines, yet it’s costing consumers and the economy an estimated $5 billion a year. “A decade or so ago, it was probably a more opportunistic crime,” Bradley told W5. “But what I think has occurred is that organized crime syndicates have seen that it’s relatively low risk, high reward, and there seems to be a market for just about anything somewhere in the world.”

ATA Pleased With US Highway bill; Driver ‘Coercion’ Rule Published

wo significant developments affecting the trucking industry south of the border were recently approved in the U.S. Both the American Trucking Association (ATA) and OwnerOperator Independent Drivers Association (OOIDA) applauded the approval of a new long-term highway bill Dec. 1 in the U.S. House of Representatives and Senate. Most notably, the bill takes steps to reform the Federal Motor Carrier Safety Administration’s (CSA) safety monitoring system – something ATA has been urging for years. “By ordering an evaluation and improvement of CSA, as well as removing the flawed scores the system produces from public view in the meantime, this bill is an important victory for data and accuracy in regulatory oversight,” said Dave Osiechi, ATA executive vice-president and chief of national advocacy. 16 | The Trucking Network | December 2015

he Canadian Food Inspection Agency (CFIA) and US Food and Drug Administration (FDA) are introducing new regulations, effective April 1, 2016, for the processing, storage, shipping, and transport of food products within North America. Although these regulations do not impact trucking directly, carriers’ customers will likely expect their transportation providers that move human and animal food products to have a written food safety preventative controls plan in place. While many carriers today have a variety of mechanisms to ensure safe food transport, the new regulations present more stringent requirements related to certification, third party verification and record keeping.

‘Customer of Choice’ Communication Package a Big Hit!

TA’s Operation Upgrade ‘Customer of Choice’ media package is getting rave reviews among carriers and progressive shippers. The presentation, available free to the trucking industry, includes a .pdf infographic and two high definition videos aimed at helping carriers and supply chain partners improve business relations, specifically how drivers are treated at certain facilities. The first White Board video has already received over 1,100 views on Youtube. It illustrates the issue of driver treatment and shows shippers and consignees how they can become preferred ‘customers of choice’ – ensuring them transportation capacity throughout the driver shortage.

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News

A Poll Reveals More Internet Connectivity Putting Fleets at Greater Risk

said “The Internet is evolving into something that connects everything and everyone,” and “Our vehicles are quickly morphing into ‘smartphones on wheels,’ the number of connected devices at home and at work is rapidly rising.” Consequently, transformational machineries are on the prospect, but to gain the advantages, skills must be safeguarded against cyber-attack by understanding the way to keep devices safe, understand what data is being gathered and where it’s being kept, and

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how to take advantage of available user controls for the device, said Kaiser. In the meantime, the expenses of cybercrime is going up, in accordance to IBM, the problem costs US industries around $100 billion annually. Ken Allan, global cybersecurity leader at consulting firm Ernst & Young said “Organizations are embracing the digital world with enthusiasm, but there must be a corresponding uptick in addressing the increasingly sophisticated cyber threats”. Continued on page 49

December 2015 | The Trucking Network | 17

News

National Driver of the Year Title Awarded to Belleville Trucker

eyers transport driver, Dale Cockins maybe believed his best memories on the employment might been behind him after 48 years on the road and with 8.5 million accident-free kilometers. He confesses today he could have never thought of getting two of the most impressive driving awards in end-to-end years near the finish of his career. A year after being awarded the topmost trucker in Ontario, Cockins came back at the Ritz in Toronto achieving a ‘brace’ that’s what occurred at the OTA’s yearly convention luncheon where –for also being recognized as the National Truck Driver of the Year. Volvo Trucks Canada sponsored by the award given by CTA is the best honor bequeathed upon a truck driver who kept a crash-free driving record and established classic expertise both on and off the road. CTA president, David Bradley said “With this award, dale is the best of the best. He embodies the definition of a trucker’s trucker; he’s safe, passionate and truly cares about the people

that work alongside him, his customers and other drivers he shares road with”. “It is a pleasure to see Dale back at this podium. He personifies what these awards are truly about. After all these years, he still has the passion and fire in his belly for the job he loves noted Peter Currie, Ontario district manager, Volvo Trucks Canada” Dale grew up working with heavy equipment on the family dairy farm and in the bush cutting logs with his Dad and sibling Born and raised in Roslin, Ont., close to Belleville. At the age of 14, a neighboring farmer asked Dale if he would distribute milk during the summer. “I said, ‘well, Bill, I don’t have a driver’s licence,’” Cockins recalls with a cynical smirk. “So he says back to me, ‘aww, you’ll be alright.’ So, I did.” Dale’s older brother Wayne taught him when Dale was still in high school.

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December 2015 | The Trucking Network | 19

News

David Bradley Discussed Top Three Concerns Affecting Trucking Industry carriers’ economic goals been as aligned with society’s goals in terms of the environment, specifically GHG emissions, than they have ever been,” and “It’s a good thing because it appears the new government is going to be taking a proactive approach to GHG reduction than the previous federal government.”

The Phase 2-Greenhouse Gas Emissions and Fuel Efficiency Standards for Mediumand Heavy-Duty Engines and Vehicles, of the US EPA and the US National Highway Traffic Safety Administration (NHTSA) are ready to apply fuel efficacy standards to trucks starting from model year 2021. Continued on page 49

anadian Trucking Association (CTA) President David Bradley recently spoke about some of the biggest opportunities and challenges affecting the trucking industry at the PeopleNet Canada Transportation Symposium in Toronto, as reported by Truck News The three major issues he discussed: 1) Requiring Electronic Logging Devices (ELDs): He stated that “Canada’s trucking industry … (was) the first association in North America a decade ago to take the position that wherever any truck where currently the driver was required to use a paper log book should be replaced with an ELD of some sort. That was 10 years ago and I think that we had hoped at that time that Canada would lead North America. We were ahead of the US at the time, however our governments chose not to pursue the issue. But, I have some hope that things are starting to change.” “I’m always optimistic … and the fact that we have a space man as our new Minister of Transport suggests to me that he knows a little bit about transportation, logistics, and the need for communication and the need to monitor things,”. David explained that past arguments in contradiction of ELDs – like cost and productivity are no longer valid and added that ELDs could essentially benefit the association between the trucker and law enforcement. 2) Phase 2 regulations for Green House Gases (GHG) Mr. Bradley while discoursing the issue of Phase2 regulations for GHG said “In no time in our industry’s history has our www.thetruckingnetwork.ca

December 2015 | The Trucking Network | 21

Driver Health

The Future of Driver Health and Fitness I

By Siphiwe Baleka, Founder of Fitness Trucking

22 | The Trucking Network | December 2015

t seems as though more and more drivers, carriers, industry associations, media and even governmental agencies are becoming concerned with the link between truck driver health, medical costs, and highway safety. I have given many interviews and workshop presentations on “The Future of Driver Health and Fitness.” Here’s a glimpse into that future. Driver wakes up in the morning. While lying in bed, a fatigue-a-lyzer device, similar to a breath-a-lyzer, scans the driver and, using the last seven days nutrition, metabolic and sleep data, determines his “fitness for driving”. The driver scores above the fatigue threshold mandated by law and www.thetruckingnetwork.ca

is cleared for ten hours. Driver takes an IsaGenix multivitamin pack and drinks a shake with concentrated nutrition designed to give him all sixty essential nutrients needed for optimal physiological functioning. Before driving, the driver does a four minute vigorous exercise routine. The driver’s watch alerts him that he has effectively spiked his metabolism and will be burning fat at an accelerated rate for the next few hours. While driving through a construction zone, a wearable monitor notices a rise in breathing rate and stress level and informs the driver to take ten deep breathes and then to visualize the satisfaction of returning home and hug-

Driver Health

ging his family. Every three hours the monitor reminds the driver to eat and suggests the top three snack choices, lunch and dinner choices available on his truck based on his weekly shopping list and food log, or available at the next truck stop. In the afternoon, the brain wave monitor embedded in the driver’s baseball cap begins to record successive bouts of micro trance and driver’s concentration levels begin to fall. The fatigue-alyzer also alerts the driver that he is approaching the fatigue threshold earlier than anticipated and automatically sends a message to the driver’s fleet manager who promptly calls the driver and requests that he pull over and take a 90 minute power nap. The fleet manager reassures the driver that he will not be penalized for arriving after his scheduled appointment time. The driver takes a 90 minute nap and the fatigue-a-lyzer shows that the driver is less fatigued and has another estimated five hours of fatigue-free driving time. Driver arrives at the receiver and while getting unloaded uses a smartphone app to order dinner based on his weightloss meal plan that is delivered to his truck. Unloaded, the driver shuts down for the night and binaural music designed to affect alpha and beta brainwaves is played through the truck speakers to induce deep sleep. While this may sound like science fiction to many, I am already using such technology with drivers and there are

laws already on the books concerning driver fatigue which will eventually require sleep management tracking systems. Soon, carriers will have real-time data on the truck, the tractor, AND the driver as drivers will be issued on body sleep/ stress tracking devices that they must wear that will monitor heart rate, heart rate variability, blood pressure, stress, fatigue, etc. It is already possible to sync such data wirelessly with QUALCOMM and continuously update driver status. Fleet manager will see driver’s physiological data and determines if the driver is or is not well rested and able to take a load with a tight window that requires night driving. If a driver starts nodding at the wheel and knows he needs to pull over he can call his fleet manager and discusses his objective physiological data that indicates driver fatigue and elevated risk for an accident. The fleet manager can then initiate an intervention based on company policy. Scheduled appointment are rescheduled for six hours later. In this way, the driver keeps the load, makes money, there’s no service failure, the receiver gets cargo, the carrier service and safety record is maintained AND ACCIDENTS ARE PREVENTED. Welcome to the future of driver health and fitness.

To learn more about Siphiwe Baleka and his award-winning Driver Health and Fitness Program, go to www.siphiwebaleka.com

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December 2015 | The Trucking Network | 23

Driver Health

What makes a good WSIB Alternative Program for Owner/Operator Fleets in Ontario? Glenn Caldwell Vice President Sales NAL Insurance Healthy Trucker

“

What would we do if we won a million dollars, Daddy?” Hmmm. My daughter Kara’s question was an interesting one. That evening, we just finished watching “Lottery,” one of those reality shows on TV. In a way, it was kind of sad to see how most people respond to large sums of money. I explained that we’d be able to pay off our mortgage, buy a few new cars, put some extra money away for their university education and take a few trips. We’d also be able to do those renovations we have been talking about, and perhaps put in an in-ground pool. Then I got thinking…it really wouldn’t be long before that life changing money would be gone if we did all that. Sadly, it’s amazing how people’s lifestyles change after winning large sums of money… and more sadly a year later when they are broke and have created even more debt than before. According to statistics on the show, over one third or more of lottery winners are broke within a year, and this increases as time goes on. So what does winning the lottery have to do with WSIB Alternative Coverage? One of the major challenges we see with some of the WSIB Alternative programs that are being offered to O/O fleets are short term in nature and often only offer a lump-sum pay-out for a cat24 | The Trucking Network | December 2015

astrophic type injury. The idea would be that if the O/O receives a large sum of money, usually $300,000 to $500,000 (like winning the lottery) that they should invest the proceeds in order to have enough ongoing monthly income to pay their bills until they reach retirement age. For whatever reason, these types of policies don’t have requirements that the O/O needs to put this money away for the future. Even though an O/O may receive this lump sum, there is nothing stopping them from blowing it all in a short period of time (see lottery statistic above). If the injury was work related (i.e. truck accident ) when they run out of money, chances are they’d be heading back to the Statutory Accident Benefits of their fleets auto policy with their hand out looking for more… because they can. Most fleets have allowed their O/O’s to opt out of WSIB, and purchase a private alternative in its place. Unfortunately, www.thetruckingnetwork.ca

not all fleets have done everything they can to ensure the right coverage has been purchased, but more importantly maintained. When an O/O opts out of WSIB, it does give them the right to sue. Requiring an O/O to carry a private alterative with not eliminate a lawsuit, but the more comprehensive the program and how a carrier ensures coverage is maintained certainly helps reduces their risk and exposure. If you’re the risk manager at your fleet and are allowing O/O’s to purchase coverage on their own, when was the last time you reviewed the policies you have accepted and the process you have in place to ensure their coverage has been maintained? Benchmarking is something we are hearing a lot more about these days. Times have changed and experience suggests that what you felt was a good criteria 10 years ago may not be the best solution for your O/O’s and Fleet today.

Driver Health Canada is really becoming more like the States when it pertains to lawsuits. Billboards, brochures in Dr.’s offices and radio are all flooded with ads encouraging your drivers to contact them if they become injured. “We don’t get paid, unless we get money for you” campaigns seem to be everywhere. With more lawyers trying to get a piece of the action from personal injuries, it’s really imperative for a fleet to revisit how they are doing things to ensure that their O/O’s have the proper coverage in place to begin with. Criteria for a Comprehensive WSIB Solution 1. First day injury coverage: althoughyour O/O’s can save quite a bit of money by adding a waiting period (30, 60 or 90 days), before they qualify for benefits, it’s important that the coverage purchased provides them protection from the very first day they receive medical attention. Without immediate coverage (like WSIB and the Auto Policy), they have the option of apply for benefits under the SAB’s portion of the Carriers Auto Policy. Once they are on SAB’s, they will continue to claim from that benefit until back to work. 2. Short term benefits: Look for something with a long “Own Occupation” definition, preferably at least five years. Own Occupation of a disability policy generally means that they will be covered for a time that the O/O is “unable to perform the material and substantial duties of your own occupation”, ie.driving truck. Some programs provide benefits that are payable for five years, but may only have a one or twoyear Own Occupation definition. On the surface ,these programs may seem to be okay, but after the one or two-year period is up, the O/O may be forced back to work if they can do any other occupation based on training, education and experience, and benefits could cease. If the O/O is still truly injured, and their injury occurred while driving, they may

have the option of coming back to the fleet SAB’s looking for more. 3. Long term benefits to age 65 or 70: This is often a benefit that has been overlooked. Because of some of the issues above, more fleets are now requiring their O/O’s to invest in a program that includes not only short term benefits (with a PTD benefit), but also a long term disability benefit that is payable to age 65 or 70. This approach is a much better way of reducing risk and exposure, plus, it’s the right thing to do for

8. The program should also include benefits for rehabilitation, education benefit and spousal retraining. 9. Ensure the policy your O/O’s purchase is a “first payor” policy, not directing claims to other insurance first (like your auto policy). 10. Emergency Medical Travel Program that cover stable pre-existing conditions. A number of programs currently being offered in our industry have a 60-90 day pre-existing condition clause. We’ve all heard horror stories on the

the O/O and his/her family. 4. At least 60 days for strains/sprains: A strain or sprain is the number one injury for this type of coverage, and more than half of these claims go beyond 30 days on average. 5. $300,000 Accidental Death and Dismemberment: We don’t like to think about this, but if an O/O is killed, the family will need to replace the O/O’s income for years to come (so the more the better). 6. $300,000 Permanent and Total Disability (in addition to the Age 70 benefit described above): This will help cover some of the extra expenses incurred if the injury is catastrophic. 7. Accident Medical Benefits: physio, medical appliances, prescriptions drugs, etc. (the more the better).

news were someone wasn’t covered for an injury or sickness in the USA because they had a pre-existing condition. Any change, including dosage to an O/O’s medication (good or bad) could be reason enough for the insurance company to deny your O/O’s claim. The other debate seems to come down to: what is better coverage, individual or a group policy? Because of past challenges, we now always recommend that the O/O only invest in individual policy that is owned by the O/O. Although there are group type programs available that may save a few dollars, a group policy is owned by the carrier and may be one of those items that helps tip the scale if an O/O’s independent status is questioned. Continued on page 49

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December 2015 | The Trucking Network | 25

Driver Safety

Walmart Locked in Legal Battle over Tracy Morgan Crash

TTN Writer

legal battle is heating up between Walmart and a group of insurance companies in the wake of a high profile accident involving actor and Comedian Tracy Morgan. The retail giant launched the suit against a number of insurance companies including Liberty Insurance Underwriters, the Ohio Casualty Insurance Company and QBE Insurance Corporation, claiming that the companies haven’t paid their portion of the settlements made as a result of the crash. Two of the insurance companies have since countersued claiming Walmart did not do enough to negotiate lower settlements. The collision took place in June of 2014 on the New Jersey Turnpike when a Walmart truck driven by Kevin Roper collided with a limo van carrying Morgan and four other passengers. Comedian James McNair was killed in the accident. An investigation found Roper had not slept in over 24 hours and had driver 700 miles in his personal vehicle immediately before beginning work. Roper allegedly fell asleep at the wheel of his Walmart truck causing him to rear-end Morgan’s vehicle. The National Transportation Safety Board later determined that Roper had only had four hours of “sleep opportunity” in the preceding 33 hours, dimin-

26 | The Trucking Network | December 2015

Walmart truck driver Kevin Roper, 35, (left) slammed into the vehicle carrying Tracy Morgan last June, leaving one of the passengers dead and the former Saturday Night Live star seriously injured. He is now looking to have the criminal charges against him dropped.

ishing his awareness. The original suit brought forth by Morgan, the McNair family and the other passengers originally claimed Walmart “knew or should have known Mr. Roper was awake for more than 24 consecutive hours immediately before the subject accident.” The suit also accused Walmart of intentionally and regularly violating hours-of-service rules. Walmart reached an undisclosed settlement with the McNair family and the other passengers including Morgan in May of this year. They then filed a suit in October claiming the insurance com-

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panies breached their contracts by not paying the settlement. A November 19th article in the Commercial Carrier Journal quotes the retail giant stating “Walmart took full responsibility for the tragic accident and did what was right to ensure the well-being of those who were impacted. We funded the settlement agreements in full, but some of the insurance carriers have failed to pay their portion of the settlement amount. Walmart has had umbrella liability coverages like this in place for decades and we’ve paid premiums for years. This lawsuit is about the defendant insurance companies not living up to the requirements of their own policies.” Ohio Casualty and Liberty Insurance have since countersued claiming the amounts paid to Morgan the other passengers were excessive. “Wal-Mart embarked on a course of action whereby it did not provide Plaintiffs and the other Insurer Defendants with the specific documents and information which they had requested in order to evaluate the settlement,” the insurance companies claim in their suit.

Driver Saftey

Driver Treatment by Customers a Growing Concern

TTN Writer

fter hours on the road battling traffic, inclement weather and fatigue the last thing a driver needs is to be treated badly once they reach a customer. Unfortunately mistreatment is quite common and according to the Ontario Trucking Association has a direct effect on the ever growing driver shortage. The OTA recently released the results of its six-month long â&#x20AC;&#x2DC;Operation Upgradeâ&#x20AC;&#x2122; which focused on what drivers experience at various shipping and receiving facilities, and how that factors in to their career decisions. What the study found was that drivers are considering carriers customers more than ever when choosing who

winter as common problems. The study found company culture needs to start from management. The OTA suggests management spend more time in the shipping area to ensure

employees are treating drivers with respect. They also suggest a focus on keeping appointments, and having policies in place to accommodate drivers that arrive early or are forced to stay late.

to work for. With an expected shortage of up to 33 000 drivers in the next five years, how a company treats the drivers delivering their goods is an element of the supply chain that simply canâ&#x20AC;&#x2122;t be ignored. The OTA surveyed hundreds of drivers to find out what makes a good or bad customer. A lack of respect for appointments and a drivers time was the most talked about issue, especially when e-logs are factored into the equation. Unsafe work environments, driver harassment and discrimination were also common complaints. Drivers also cited a lack of access to bathroom facilities and not being able to run trucks in the www.thetruckingnetwork.ca

December 2015 | The Trucking Network | 27

Driver Safety

is By Ray J Haight Co founder - StakUp Haight Consulting, Healthy Trucker

usiness is business and all businesses run on the same principle gross revenue comes in you deduct all the related expenses and what is left is either profit or it’s a problem you need to tackle ASAP. As I am sure you know there are plenty of desperate people right now in this industry these are scary times and they aren’t going anywhere soon. Just look at the size of this magazine if you need a further barometer, take it from me if this book is nice and fat people are looking for Owner Operators and Drivers when it is thin, things are tough. So if you’re an Owner Operator and it is time for you to get tough here is what I suggest you to do and do fast. Start by making a list of every business expense you have and I mean everything related to the operation of the truck you are operating, everything! This is where the person who has been keeping good records has a huge advantage over the driver who does their filing in a Wal-Mart bag. Now that you 28 | The Trucking Network | December 2015

have everything listed organize the list with your largest expense at the top of the page in order to your smallest expense at the bottom of the page. Have a pad of paper handy that you can make a list of things to do and investigate as you dissect each expense item. Now its reality time, take a hard look at each item on your list starting at the top of the page I am going to guess that fuel and wages are going to be number one and two. Fuel is a variable cost because the more you drive the more you spend on this one and it has two or three controllable components assuming your engine and running gear are set up properly. What speed are you running the truck at and I know we are all sick of this subject but every mile over 60 miles an hour is 1/10th of a gallon in fuel economy gone out the stack and this crunch time remember. Is your idle time cut back to a minimum and I know it is tough this time of year but you need to look at every possible area of savings possible. Have you measured the ROI (Return on Investment) on an APU (Auxiliary Power Unit) put this item on your things to do list. After www.thetruckingnetwork.ca

you have rationalized these two areas ask yourself this question, if you are buying your fuel right from your carrier do you get a reasonable discount off the pump price on the road or in the yard? Some of the fuel optimization programs that are available for a cheap subscription cost might be helpful, maybe you should do some research here, also put this on your “Things to Do” list.

Your truck payment is a fixed cost because it does not change no matter how many miles you drive in a month; think of a fixed cost as something that is usually paid on a calendar basis. Not too much you can do here usually but you should be aware of what your finance

Driver Saftey cost is over the life of the payment schedule, separate the principle from the interest. Once you do this you can see how important it is to shop for your finance contract the same way you do a truck, every percentage point of interest over a 3-5 year contract means thousands of dollars. Your maintenance costs are variable and regardless of your experience in this industry or as an owner operator there are benchmarks to go by that are usually fairly accurate. For a new truck put 2 cents per mile in an escrow account because you will spend it eventually on maintenance, 1 year old 3 cents, 2 year old 4, 3 years 5 cents, 4 years 7 cents and 5 years 10 cents per mile. If you are spending more than this now, figure out why and how to bring it back in line ASAP. If you’re off here, make a note to take your favorite mechanic out to lunch and discuss the numbers with them don't let this slide. Driver wage! Here’s a toughie, what kind of money are you drawing out of the business to satisfy your lifestyle? To do this one right you need another piece of paper and you need to do the same thing that you just did for the truck expenses, highest to lowest expenses and scrutinize each one of them to ensure they’re necessary and legitimate. You got to know that your truck will only make so much money no matter how lean and smart you are as an operator and living beyond your means personally is a slow death filled with stress, who needs it. You get the idea of what I saying here do this for every expense you have and then get to work on your things to do list; this is key component of how a business operates if you’re looking after it. Another thing I do is read and no not Tom Nicks novels or comic books, I read self help books I read business books, I read titles and subjects that I think will help me run my business better. I have stayed away from recommending titles but I can’t help it this time, I strongly recommend anything written by Larry Winget. How can I not like a guy who

written books titled “Shut Up, Stop Whining and Get a Life?” or “People are Idiots and I can Prove It” how about “It’s Called Work for a Reason” the one I recommend for drivers and Owner Operators who have trouble watching the nickels and dimes is “Your Broke Because You Want To Be”. You can also visit Larry at http://www.larrywinget. com for some other nuggets of wisdom.

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The last word is about the dreaded tax man, yes it is that time of the year again, get it done right and by a firm who knows this industry. Working with a good business advisor and tax specialist can be the single greatest ROI you will ever get in business. Safe Trucking Rjh

December 2015 | The Trucking Network | 29

Driver Safety

A Safe and Happy Holiday BY DARYL SANDERSON

s we head into yet another Holiday season it is especially important that professional drivers become more vigilant and are aware of the increased hazards encountered on our nationâ&#x20AC;&#x2122;s roads at this time of year. Canadian and U.S. Hi-ways will inevitably see a marked increase in traffic flow patterns both in urban and rural areas as families prepare for the upcoming festivities by visiting local malls and stores to shop, in many cases right up until the stores close on December 24th. Companies all across North America will be hosting the company Christmas party or other festivities and families are traveling

30 | The Trucking Network | December 2015

to visit aunts, uncles, grandparents, other family members and friends. While many are busy at home stringing lights, putting up the tree or are otherwise engaged in activities that happen in December and January our hi-ways commercial drivers, both local and long distance, are gearing up to get their last runs completed safely and are looking forward to a break before the beginning of another year behind the wheel. As we near the mid-point of the United Nations decade for safe driving which began in 2011 and runs to 2020 here are a few facts that professional drivers should be aware of. On a positive note there are several Provinces in Canada that have achieved an overwhelming

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success rate in getting Canadians to buckle up. In fact, over 95% of all drivers in 5 out of 10 provinces make it a habit to use their seat belts, including Ontario. Just as seat belt use has risen among Canadians, fatalities among vehicle occupants wearing seat belts has decreased which is also good news. On the other handâ&#x20AC;Ś. statistics show that speeding and fatigue are still the most significant driver related factors present in truck related crash fatalities. In Canada 27% of all fatalities and 19% of all serious injuries involve speeding. Single-vehicle crashes account for more than half of all speeding deaths and serious injuries, and most drivers killed in speed-related crashes were the ones speeding. Two-thirds of straight

Driver Saftey

truck casualty collisions occur in urban areas while 56% of tractor-trailer collisions occur in rural areas. The majority of heavy truck casualty collisions occur during daytime hours, in clear weather on dry, undivided roads, and in higher speed zones. Fatigue has been found to be a factor in about 30% of fatal collisions involving heavy vehicles. The Federal Motor Carrier Association, FMCSA Analysis Division / Large Truck and Bus Crash Facts 2013 indicte that speeding of any kind is the leading driver related factor in truck crash related fatalities followed by distraction or inattention. It is noteworthy that according to Transport Canada and the CCMTA that inattention or boredom is linked to fatigue and has been recognized as the beginning signs or stages of driver fatigue. It should be fairly obvious to anyone reading this, that according to statistics from both Canada and the United States excessive speed and driver fatigue are the leading driver related factors of truck crash related fatalities year after year. It should be no surprise to professional drivers that most straight-truck accidents happen in urban areas or that most (56%) tractor trailer accidents occur in rural areas. Canadian drivers are faced with long stretches of road, driving sometimes for hours without a place to stop and get refreshed or stretch ones legs or park and have a nap in the winter. Rest stops are all too infrequent across rural Canada and the matter is further complicated in the winter.

Drivers often stop in the spring, summer and fall in snowplow turn-arounds along the Trans-Canada and these convenient little rest stops are unavailable in the winter. Many of the rest areas found on Canadas northern roads which are frequented in the warmer months are closed or are not maintained in the winter and are therefore inaccessible. In some instances drivers who become fatigued on desolate stretches of road must sometimes continue driving fa-

tigued in order to reach a safe place to park even though they are aware they are fatigued. Be smart…plan ahead. Consider carrying a thermos or spill proof insulated mug full of coffee and stopping when it’s convenient to stretch and have a beverage. Plan trips to include accessible rest stops at regular intervals and if necessary have a short nap. It is widely recognized that the best way to manage fatigue and remained refreshed and www.thetruckingnetwork.ca

alert is to sleep and even short naps are beneficial. Open the window and let some fresh air in the cab. Cool, fresh air rushing in through the window can have an immediately invigorating effect. Keep the windows clean and make sure there is plenty of winter washer fluid in the reservoir. Dirty windows, driving for long periods in low light, and having the heater fan blow dry air at one’s eyes can cause tired eyes and eyestrain and can exacerbate the fatigue already felt and make a driver feel even more fatigued, both physically and mentally. The North American Fatigue Management Program or NAFMP is a complete system designed to address the issue of driver fatigue. It is free and available online in Canada and the U.S. to all carriers large or small. This comprehensive system provides information and education for employers, executives and managers, drivers and their family members and shippers and receivers. Canada is recognized as

having some of the safest roads in the world. Reducing truck speed and fatigue related crash injuries and deaths on our hi-ways is a responsibility we all share as leaders in driving safety. The end goal is achievable simply by slowing down and learning to recognize fatigue at its earliest onset and employing appropriate controls. Don’t be the reason the flare is on the road. Make it home safe for the holidays and make the roads in Canada that much safer in 2016. December 2015 | The Trucking Network | 31

Informative

Holiday Season By Doug Harris

t is December and the winter is upon us . This makes it difficult for a recruiter to find good drivers . Drivers that are not crazy about driving in adverse weather conditions, drivers that do not have enough experience driving in the winter. Winter is a constant reminder that we are in Canada and that good drivers will shine through the adversities. As recruiters we have to be able to make sure the drivers we hire are capable of handling these winter conditions we ask them to drive in. When hiring drivers or Owner Operators always make sure they have winter experience. Make sure that there is enough drive time in the winter months. Experience does make a different. I look for drivers that have shown that they do proper pre inspections . This can help them when they are getting ready to take off for their run. For example Tire Pressure, windshield washer and wipers, marker lights and head lights, These may seem like little things but they can make a difference when driving winter roads. Companies now have to be more diigent then ever when hiring new drivers, but sometimes our business dictates what we can do. as recruiters all we can do is try to bring the best people we can and hope they will do the best job for us .

32 | The Trucking Network | December 2015

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Insurance

Thinking Like a Thief

t’s that time of year again, products are flying off the shelves as bustling shoppers pack their carts with holiday purchases. As those store shelves are kept full by the transportation industry, many Owner/Operators are all too aware this is also the most prevalent and dangerous time for cargo theft. Cargo theft across Canada is estimated at being a staggering 5 billion dollar problem. When cargo goes missing the retail sector and customers face frustrating delays while Owner/Operators are forced to deal with insurance implications such as deductibles, claims notices and possible increased premiums. Outside of the transportation industry cargo theft fuels organized criminal activities through the black market economy which greatly affects the safety and security of the public while consuming valuable law enforcement resources. Reported theft hotspots across Canada include Mississauga, Brampton and Montreal as well as transportation hubs in southern Ontario and Vancouver. According to FreightWatch, 90% of cargo thefts occur when trucks are stationary or unattended between the hours of 10 pm and 4 am and 87% are due to lack of secure parking. Although thieves tend to target high end goods they also aim to steal everyday household items which are easy to sell and difficult to trace such as food and beverages. As thieves are becoming much more organized and well informed, thinking like a thief can help identify gaps in business practices and help to minimize susceptibility to cargo crime. Some helpful reminders to assist in mitigating risk include: 1 – Shorten Storage Time: As statistics show the vast majority of cargo gets stolen overnight; scheduling pickups closer to time of delivery and ensuring loads are delivered while the receiver is open can greatly decrease the opportunity for theft. Also, as reports show 70-75% of cargo thefts occur on the weekend, avoiding weekend storage can greatly reduce the risk of theft. 2 – Add Extra Locks: As simple as it sounds adding extra

protection to secure trucks and trailers is often enough to deter thieves which tend to seek out easy targets. Simple bolts and padlocks can help to secure trailers while cone shapes locks make it difficult for thieves to hook up the king pin and drive away. 3 – Parking Location: Parking in well lit, secure facilities greatly decreases the chances of thieves having access to cargo. 4 – Track Your Goods: GPS devices can be relatively low in cost and can assist in tracking goods in the event they are stolen. Recognizing the magnitude of the cargo theft problem in Canada, the Canadian Trucking Alliance and the Insurance Bureau of Canada have partnered to make it simple for carriers to report theft. Their system provides valuable information to local and national law enforcement agencies including border patrol and has already assisted in the recovery of stolen goods. Submitting an incident report is as easy as making an anonymous phone call to 1-877-4228477, which operates day and night or completing an incident report online at www.ibc.ca. As Owner/Operators today have more responsibilities and demands on their time, it is more important than ever to have proper, dependable insurance coverage. Understanding the details of your insurance policy is essential to ensuring you have adequate protection for all risks associated with your business operations. When purchasing any insurance it is important to work with a reputable broker. For over 25 years National Truck League has been providing industry leading coverage and peace of mind to truckers across Canada. We are always pleased to review available coverage options with our clients to help them ensure they have adequate protection for themselves, their family and their business.

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By Rod Stiller President of National Truck League Insurance Solutions December 2015 | The Trucking Network | 33

Bollywood gossip Bfrq vfps afAuˆdy hI afimr Kfn dy ivvfd ‘qy bolI ipRXMkf muMbeI: adfkfrf ipRXMkf copVf nUM lwgdf hY ik hr iksy nUM afpxf mq pRgt krn df hwk hY pr ipCly kuJ sflfˆ qoˆ Bfrq ‘c afpxy ivcfr pRgt krn vfly lokfˆ ‘qy ‘purËor hmlf` kIqf igaf hY. hfl hI ‘c ‘asihxÈIlqf` ‘qy ivcfr pRgt krn leI ÈfhruK Kfn aqy afimr Kfn vrgy adfkfrfvfˆ dI aflocnf dy bfry ‘c puwCy jfx ‘qy ipRXMkf ny ikhf hY ik ienHfˆ df bws ies nfl hI lYxf dyxf nhIˆ hY. mYnUM lwgdf hY ik hr iksy dI ies nUM lY ky rfey hY. sfnUM dunIaf mhfnqm lokqMqr hoxf cfhIdf. aiBnyqrI ny ikhf hY ipCly keI sflfˆ ‘c keI Gtnfvfˆ hoeIafˆ hn ijQy lokfˆ nUM AunHfˆ dy ivcfr rwKx leI inÈfny ‘qy ilaf igaf hY. hr iksy dI rfey huMdI hY. asIˆ iek lokqMqr hfˆ. sfzy vzyirafˆ ny aiBivakqI dI afËfdI aqy BfrqI hox leI lVfeI lVI sI. adfkfrf ipRXMkf ieQy afpxI afAux vflI iPlm ‘bfjIrfv msqfnI` leI afeI sI.

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December 2015 | The Trucking Network | 35

Entertainment

dipkf nfl kMm krn ivwc sMquÈtI imldI hY: rxbIr bflIvuwz aiBnyqf rxbIr kpUr df kihxf hY ik izMpl grl dIipkf pfdukox nfl kMm krn ivwc Aus nUM sMquÈtI imldI hY. rxbIr kpUr ny dIipkf dy nfl `bcxf aY hsIno` aqy `Xy jvfnI hY dIvfnI` afid supriht iPlmfˆ ivwc kMm kIqf hY. hux ieh joVI iPlm `qmfÈf` ivwc nËr afeygI. rxbIr df kihxf hY ik dIipkf msqIKor hY aqy iewk aiBnyqrI dy rUp ivwc Auh Aus nUM zrfAuˆdI hY. Aus df kihxf hY, dIipkf ny klfkfr dy rUp ivwc iËafdf AuplbDI hfsl kIqI hY. jd vI Aus dy nfl kMm krdf hfˆ qfˆ cMgf mihsUs huMdf hY aqy mYnUM Aus dy nfl kMm krn ivwc sMquÈtI imldI hY. iewk klfkfr dy rUp ivwc Auh mYnUM zrfAuˆdI hY.

‘Pors` dy sIkvl ivwc hovygf sonfkÈI df aYkÈn avqfr

‘dMgl` dI ÈUitMg mOky afimr dy moZy Auwqy swt lwgI ‘dMgl` ivwc pihlvfn dI BUimkf adf kr rhy aiBnyqf afimr Kfn nUM ies dI ÈUitMg dOrfn moZy ‘qy swt lwgI hY aqy AunHfˆ nUM agly iewk hPqy qwk afrfm krn dI slfh idwqI geI hY. afimr dy sYktrI ny kwlH dwisaf, afimr jd luiDafxf ivwc iewk pihlvfnI sIn dI ÈUitMg kr rhy sn qfˆ AunHfˆ dy moZy ivwc burI qrHfˆ swt lwg geI. AunHfˆ nUM AuQoˆ dy hspqfl ivwc iljfieaf igaf qy AunHfˆ nUM koeI Xfqrf nf krn nUM ikhf igaf. iPlhfl ieh spwÈt nhIˆ ik Auh dobfrf kdoˆ ÈUitMg ÈurU krngy. sYktrI ny ikhf ik Auh vfps muMbeI jf rhy hn, ijwQy Auh iewk hPqf pUrI qrHfˆ afrfm krngy.

‘gjnI` Pym zfierYktr ey afr murugdfs afpxI aglI iPlm ‘qy kMm kr rhy hn ijs ivwc sonfkÈI isnhf PImyl lIz ivwc hY. Auqoˆ ieh iPlm Aus dy aYkÈn aqy stMts nfl BrpUr hovygI. isrP ieh hI sonfkÈI dI aYkÈn mUvI nhIˆ hovygI, Auh ‘Pors` dI sIkvl ivwc vI hYrfn kr dyx vfly stMt krdy hoey idKfeI dyvygI. ieh dfavf hY ik sIkvl dy zfierYktr aiBnv dyv df. Aus df kihxf hY ik ieh iPlm dyKx dy bfad ieh smJ afeygf. ies ivwc sonfkÈI hIro jfn abrfhm dy nfl moZy nfl moZf joV ky aYkÈn krygI. aiBnv muqfbk Aus nUM dyK ky hYrfnI hovygI. sonfkÈI dy aYkÈn idRÈfˆ dI ÈUitMg ÈurU ho cuwkI hY. pMjfh PIsdI aYkÈn iPlmfieaf jf cuwkf hY. AunHfˆ ny ikhf ik ‘Pors` sIkvl ivwc Auh aijhf aYkÈn ilafAux dI koiÈÈ kr rhy hn, jo ihMdI iPlm drÈkfˆ ny ajy nhIˆ dyiKaf. www.thetruckingnetwork.ca

jnvrI ‘c afvygI aimqfBPrhfn dI ‘vËIr`

bflIvuwz dy nfiek aimqfB bwcn aqy inrmfqf qoˆ aiBnyqf bxy Prhfn aKqr nvyˆ sfl ‘qy Dmfkf krn dI iqafrI ivwc hn. pihlI vfr prdy ‘qy iekwTy af rhy dovfˆ adfkfrfˆ dI icrfˆ qoˆ AuzIkI jf rhI iPlm ‘vËIr` dI irlIË zyt df Kulfsf ho igaf hY. ‘vËIr` agly sfl awT jnvrI nUM prdy ‘qy afvygI. iPlm ivwc aimqfB bwcn kÈmIrI pMizq dI BUimkf ivwc ivKfeI dyxgy, jd ik Prhfn ey tI aYs aPsr df ikrdfr inBfAuxgy. vwK vwK postrfˆ ivwc dovfˆ adfkfrfˆ df aMdfË vyK ky iPlm qoˆ Dmfky dIafˆ AumIdfˆ vD geIafˆ hn. aimqfB ny tivwtr ‘qy iPlm df postr sfˆJf kridafˆ iliKaf, ‘pyÈ hY ey tI aYs aPsr dfinÈ alI.` EDr Prhfn ny dUjf postr sfˆJf kridafˆ iliKaf, ‘afpxy dosq pMizq Eˆkfr nfQ Dr nfl imlvf ky mfx mihsUs ho irhf hY. hux Kyz ÈurU.’ iPlm ivwc aimqfB qy Prhfn qoˆ ielfvf aidqI rfE hYdrI vI muwK ikrdfr ‘c nËr afvygI. December 2015 | The Trucking Network | 37

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BfrqI mUl dy aYtonIaf kostf purqgfl dy pRDfn mMqrI bxy ilsbn: purqgfl dy nvyˆ pRDfn mMqrI aYtonIaf kostf ny bIqy idnIˆ nvIˆ srkfr df gTn kr ilaf. purqgfl dI nvIˆ srkfr dy mUhry grm Kwby pwKIafˆ aqy bRsyls qy afpxy sihXogIafˆ nUM sMquÈt krn dI cuxOqI hY. nvyˆ pRDfn mMqrI kostf BfrqI mUl dy hn. AunHfˆ df prvfr goaf qoˆ ieQy af ky visaf sI. hux vI goaf ivwc AunHfˆ dy keI irÈqydfr rihMdy hn. pRDfn mMqrI dy ipqf aOlfrdo df kostf pRiswD nfvlkfr sn. purqgflI rfÈtrpqI eynIbl kYvfko islvf ny bIqy idnIˆ kostf nUM pRDfn mMqrI inXukq kIqf. ies qoˆ pihlf swq hPiqafˆ qwk ainÈicqqf bxI rhI. hfl hI ivwc Kqm hoeIafˆ coxfˆ `c iksy vI iDr nUM bhumq nf imlx nfl ainÈicqqf pYdf ho geI sI. kostf dI soÈilst pfrtI nUM Kwby pwKI pfrtI dy nfl iml ky srkfr bxfAux ivwc kfmXfbI imlI hY. kuwl 230 mYˆbrfˆ vflI asYˆblI ivwc AunHfˆ dI pfrtI 86 sItfˆ nfl dUsry sQfn `qy rhI. sfl 1961 ivwc jnmy 54 sflf kostf ilsbn dy myar rih cuwky hn. AunHfˆ nUM bfbuÈ (koˆkxI BfÈf df Èbd) dy nfm nfl jfixaf jfˆdf hY. goaf dy mfrgfE ivwc awj vI AunHfˆ dy keI irÈqydfr hn. AunHfˆ dy pRDfn mMqrI bxn dI Kbr PYldy hI goaf ivwc KuÈI dI lihr dOV geI.

ipCly sfl 38 PI sdI kYnyzIanfˆ nUM Gr Krc clfAux leI krnf ipaf sMGrÈ? iewk nvyˆ srvyKx anusfr lwgBg 40 PI sdI kYnyzIanfˆ nUM ipCly 12 mhIinafˆ dOrfn Grfˆ dy Krc clfAux leI iksy nf iksy qrHfˆ dI afriQk pryÈfnI df sfhmxf krnf ipaf. ies srvyKx qoˆ sfhmxy afieaf hY ik Grfˆ dIafˆ kImqfˆ kfrn AunHfˆ lokfˆ Auwqy afriQk pwKoˆ dbfa vwD irhf hY ijnHfˆ kol afpxy Gr hn. mYnUlfeIP bYˆk afP kYnyzf vwloˆ krËy sbMDI krvfey gey srvyKx dI irport vIrvfr nUM jfrI kIqI geI. ies ivwc drsfieaf igaf ik 38 PI sdI lokfˆ nUM ipCly sfl qMgI df iÈkfr hoxf ipaf qy lfeIn afP kRYizt vDf ky, Auwqy ibafj Auwqy rkm PVH ky jfˆ iPr afpxy iksy pirvfrk mYˆbr qoˆ AuDfr rkm lY ky afpxy ienHfˆ Kricafˆ nUM pUrf krnf ipaf. mYnUlfeIP bYˆk afP kYnyzf dy pRYËIzYˆt qy sIeIE irwk lnI ny iewQ inAUË rlIË ivwc afiKaf ik bhuqy kYnyzIanfˆ leI vwzI cuxOqI ieh hY ik AunHfˆ dI afmdn qfˆ hr mhIny iewko ijhI hI rihMdI hY pr AunHfˆ dy Krcy hr mhIny vwDdy Gtdy rihMdy hn. hflfˆik bhuqy kYnyzIanfˆ nUM afpxy roËmrHf dy ibwlfˆ dI adfiegI krn ivwc vI psIny Cuwt gey pr srvyKx ivwc ieh vI sfhmxy afieaf ik 73 PI sdI Grfˆ dy mflkfˆ df kihxf hY ik Auh ies qrHfˆ dy axikafsy Kricafˆ, ijvyˆ ik Prnys bdlxf jfˆ kfr dI murMmq afid krvfAuxf, nUM cMgI qrHfˆ sfˆBx dy smrwQ hn. pr aOKy idnfˆ leI kYnyzIanfˆ dI bcq df pwDr ieho drsfAuˆdf hY ik jy Auh socdy hn ik aYmrjMsI vfly hflfq nfl nijwTx leI Auh pUrI qrHfˆ iqafr hn qfˆ ieh sc nhIˆ hY. aYmrjMsI leI Èfied hI cfrfˆ ivwcoˆ iewk Gr mflk ny 5000 zflr dI bcq kr rwKI hovygI. srvyKx ivwc ihwsf lYx vfilafˆ ivwcoˆ qfˆ awDy nfloˆ iËafdf ny ieho afiKaf hY ik AunHfˆ kol 1000 zflr jfˆ ies qoˆ Gwt hI aYmrjMsI vfsqy hovygf. keI nUM qfˆ ieh vI nhIˆ pqf ik AunHfˆ aijhI koeI bcq kIqI hoeI hY jfˆ nhIˆ. kYnyzIanfˆ dy aOKy vyly leI iqafr rihx bfry ieho ijhI hI rfie mYnUlfeIP dy pRozkt, mfrikitMg qy ibËns izvYlpmYˆt bfry vfeIs pRYËIzYˆt jysn zYlI dI hY. AunHfˆ df kihxf hY ik iksy vI qrHfˆ dI hMgfmI ivwqI siQqI nfl iswJx leI bhuqy kYnyzIan

pUrI qrHfˆ iqafr nhIˆ hn. iksy qrHfˆ dI bcq jfˆ Gwt kImq vflI kRYizt lfeIn qoˆ ibnfˆ kuwJ kYnyzIan afpxy axikafsy Kricafˆ nUM pUrf krn leI vwD ivafj Auwqy krËf cuwkdy hn qy jfˆ iPr AuDfr lYˆdy hn. 38 PI sdI Grfˆ dy mflkfˆ df kihxf hY ik AunHfˆ dI lokl hfAUisMg mfrikt AumId nfloˆ ikqy vwD mihMgI hY. hr do jfˆ iqMn kYnyzIanfˆ nUM lwgdf hY ik agly sfl Grfˆ dIafˆ kImqfˆ ivwc muV vfDf hovygf. torfˆto, mfˆtrIal, aYzmMtn qy kYlgrI ivwc rihx vfly kYnyzIanfˆ nUM nhIˆ lwgdf ik AunHfˆ dI hfAUisMg mfrikt kPfieqI hY.

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December July 2015 2014 | The Trucking Network | 39 41

Story Time

À°µîð¯º ñ§îÆ À°âÆÕ i pMz ivc rihMdf jIqf do ikwilafˆ df mflk sI. Auh ËmIn Gwt hox kfrx afrQk qMgI df sfhmxf kr irhf sI. afpxy puwqr nUM AuwcI iswiKaf dvfAuxI Ausdf supnf sI. Auh cfhuMdf sI ik Aus df puwqr pVilK ky vwzf aÌsr bxy. ikqy Auh vI myry vfˆg anpVH hI nf rih jfvy. jIqf aksr hI aijhf socdf rihMdf. ies leI jIqf afrQk qMgI dy huMidafˆ vI afpxy puwqr blijMdr nUM pVfeI leI pYsy dI Gft nhIˆ sI hox idMdf. jIqy df asl nfˆ ajIq isMG sI, pr ijvyˆ afm qOr qy ipMzfˆ ivc ÊrIb lokfˆ nUM Coty nfˆvfˆ nfl hI bulfieaf jfˆdf hY, iesy qrHfˆ do ikwilafˆ df mflk ajIq isMG ipMz dy lokfˆ leI jIqf bx igaf. blijMdr pVHfeI ivc bhuq huiÈafr sI aqy hr sfl pihly drjy ivwc rih ky hI pfs huMdf sI. ijvyˆ-ijvyˆ blijMdr vwzIafˆ jmfqfˆ ivwc huMdf jf irhf sI jIqy leI pYsy df pRbMD krnf muÈkl huMdf jf irhf sI. ies dy bfvjUd jIqf afpxI ihmMq aqy imhnq nfl blijMdr nUM kflj Byj irhf sI. ipMz ivwc jdoˆ vI lokfˆ df iekwT huMdf qfˆ jIqy df pirvfr hI crcf df ivÈf huMdf. “hor beI jIiqafˆ, kI hfl ey qyry muMzy df.” qfey hjfry ny swQ ivwc bYiTafˆ, jIqy nUM puwiCaf. “qfieaf TIk ey, hux qfˆ suwK nfl bI[ey[ ivc ho igaf ey afpxf bwlI.” jIqy ny mfx aqy KuÈI Bry lihjy ivc qfey nUM Auwqr idwqf. “vwzf aÌsr lwg ky ipMz df nfm Auwcf kr dU.” ruldU amlI ny ikhf. “quhfzy sfirafˆ df afÈIrvfd irhf qfˆ blijMdr ËrUr vwzf aÌsr bx ky ipMz df nfm rOÈn krygf.” jIqy ny KuÈI nfl ikhf. ies qrHfˆ aksr hI ipMz dy lok iekwTy bYT ky jIqy dy puwqr blijMdr dIafˆ gwlfˆ krdy rihMdy. smfˆ afpxI rÌqfr nfl cwldf igaf. hux blijMdr ny aYm[ey[ pfs kr leI, kflj dI pVHfeI Kqm ho geI. blijMdr hux nOkrI dI Bfl krn lwgf. ibnfˆ isÌfirÈ aqy pYsy dy blijMdr nUM hr Qfˆ qoˆ nmOÈI df hI sfhmxf krnf pYˆdf, pr Auh hfr nf mMndf. Auh nOkrIafˆ dy Ìfrm Brdf aqy skUlfˆ-kfljfˆ ivc arjIafˆ idMdf, pr Èfied nOkrI Aus dI iksmq ivc nhIˆ sI. iek qy nOkrI nf imlxf dUjf afpxy mfqf-ipqf aqy ipMz dy lokfˆ dIafˆ AumIdfˆ qy Krf nf Auqrnf. iehnfˆ kfrxfˆ krky blijMdr df hOˆslf jvfb dyx lwgf aqy Auh cupcfp aqy Audfs rihx lwgf. Auh afpxy mn dI gwl iksy nfl vI nf krdf. dUjy pfsy jIqy dy supny vI holI-holI tuwtx lwgy. Aus nUM afpxI sflfˆ dI imhnq ivarQ jfpdI. ipMz dy lok jdoˆ blijMdr bfry jIqy koloˆ puwCdy qfˆ Auh koeI jvfb nf idMdf aqy cupcfp Gr af jfˆdf. “blijMdr ikqy lwgf nIˆ.” qfeI inhflI ny iek idn svyry-svyry hI blijMdr dI mfˆ qoˆ puwiCaf. “sfzI qfˆ iksmq hI mfVI af qfeI,……muMzy ny qfˆ bVI imhnq kIqI,……pr ibnfˆ Bfgfˆ qoˆ nOkrIafˆ ikwQy?” blijMdr dI mfˆ ny drd BrI avfj ivc hokf lYˆidafˆ qfeI nUM jvfb idwqf. “koeI gwl nIˆ DIey, idl holf nf kr, rwb afpxy blijMdr dI vI ËrUr suxygf” qfeI inhflI ny blijMdr dI mfˆ nUM idlfsf idMidafˆ ikhf. Èfm nUM jdoˆ blijMdr Èihr qoˆ vfps afieaf qfˆ Aus 40 | The Trucking Network | December 2015

dI mfˆ ny puwiCaf, “puwqr, koeI gwl bxI.” blijMdr ny nfˆh ivc isr ihlf idwqf. mfˆ ny blijMdr nUM hOˆslf idMidafˆ ikhf, “koeI gwl nhIˆ puwqr, qUM idl holf nf kr, rwb afpy imhr krU.” ijvyˆ-ijvyˆ smfˆ bIq irhf sI, blijMdr nmOÈI BrI dldl dI zUMgI Kwz ivc izwgdf jf irhf sI. AuwDr jIqf vI hux ipMz ivc Gwt hI lokfˆ nfl gwlbfq krdf. ijwQy lokfˆ df iekwT huMdf jIqf AuwQy nf bYTdf aqy cupcfp Gr af jfˆdf. Èihr afpxy dosq dI dukfn qy bYiTafˆ iek idn blijMdr dI nËr aÉbfr qy peI, ijs ivc iliKaf sI, “knyzf, amrIkf ivc jf ky lwKfˆ rupey kmfE.” blijMdr dI nmOÈI ijvyˆ ies lfeIn nUM pVidafˆ iek vfr rPUcwkr ho geI. blijMdr ny mn hI mn `bfhr` jfx leI soicaf. ijvyˆ-ijvyˆ Auh ies bfry soc irhf sI Aus aMdr AuqÈfh aqy KuÈI dI lihr TfTfˆ mfr rhI sI. Aus ny nfl bYTy afpxy dosq bIry nUM puwiCaf, “ikAuˆ beI, qyrf kI iKafl ey bfhr jfx bfry.” bIry ny ikhf, “mYˆ vI `bfhr` jfxf cfhuMdf hfˆ.” kuwJ dyr cuwp rihx qoˆ bfad bIrf iPr boilaf, “ikAuˆ nf afpfˆ dovyˆ iekwTy bfhr jfeIey, afpfˆ iekwT hI afpxy mfipafˆ nfl gwlbfq krdy hfˆ.” blijMdr ny hfˆ ivc isr ihlf idwqf. awj jdoˆ blijMdr Èihroˆ vfps afpxy ipMz afieaf qfˆ Auh KuÈ nËr af irhf sI. mfˆ ny afpxy puwqr df iKiVaf ichrf dyKidafˆ hI puwiCaf, “bwlI puwqr, kI gwl awj bVf KuÈ lgdYˆ,……kI koeI nOkrI iml geI ey qYnUM?” blijMdr ny ikhf, “mfˆ, nOkrI qfˆ nhIˆ imlI pr mYˆ qy Èihr vfly myry dosq bIry ny knyzf jfx dI skIm bxfeI ey, kwl asIˆ eyjyˆt nfl gwl krn jlDMr jfxf ey.” ieh gwl sux ky mfˆ dy idl ivc ajIb ijhf zr bYT igaf, pr Aus ny blijMdr nUM ies bfry kuwJ nf ikhf. rfq nUM ies bfry blijMdr dI mfˆ ny jIqy nUM ies bfry dwisaf qfˆ jIqf vI icMqf ivc iGr igaf. pr dohfˆ jIafˆ ny afpxy puwqr nUM kuwJ nf ikhf. agly idn bIrf qy blijMdr ipMzoˆ pihlI bws qy hI jlMDr cwl pey. Auh pUry rsqy bfhr jf ky lwKfˆ rupey kmfAux dI gwlfˆ krdy gey. jlMDr phuMc ky Auhnfˆ eyjyˆt nfl knyzf jfx bfry gwlbfq kIqI. eyjyˆt ny Auhnfˆ nUM www.thetruckingnetwork.ca

dwisaf ik Auh pihlfˆ vI kfÌI muMizafˆ nUM bfhr Byj cukf hY. ies leI Auh asfnI nfl quhfnUM knyzf phuMcf dyvygf, pr ies leI 15 lwK rupey df Krcf afvygf. 15 lwK dI gwl sux ky blijMdr Audfs ho igaf ikAuˆik Auhnfˆ kol qfˆ kyvl do ikwly hI ËmIn hY. Aus df bfpU ieMny pYsy df ieMqjfm nhIˆ kr skdf. pr bIry ny Aus nUM hOˆslf idMidafˆ ikhf, “bwlI Xfr, qUM icMqf nf kr afpfˆ ies msly df hwl vI lwB lvfˆgy.” rfq nUM Gr af ky blijMdr ny eyjyˆt nfl hoeI sfrI gwl afpxy mfqf-ipqf nUM dwsI. pUry pirvfr nUM 15 lwK rupey df iÌkr pY igaf. jIqf afpxy puwqr dI gwl sux ky Kyqfˆ vwl clf igaf aqy pqf nhIˆ rfq nUM kdoˆ vfps af ky suwqf. agly idn blijMdr ny eyjyˆt nfl gwl krky afpxf pfsport bxvfAuxf dy idwqf. eyjyˆt ny afpxI jfx-pCfx nfl blijMdr aqy bIry dy pfsport CyqI hI bxvf idwqy. ijs idn blijMdr df pfsport bx ky Gr afieaf Aus idn hI blijMdr ny ivhVy ivc mMjI qy bYTy afpxy bfpU kol jf ky ikhf, “bfpU jI, qusIˆ mYnUM bfhr Byj idE.” jIqy ny jvfb idwqf, “puwqr afpxy kol 15 lwK rupey qfˆ nhIˆ hYgy, asIˆ ikvyˆ bMdobsq krIey ieMny pYisafˆ df?” “qusIˆ mYˆnUM bfhr Byjx leI afpxI ËmIn ikAuˆ nhIˆ vyc idMdy?” “pr………?” jIqy dy bolx qoˆ pihlfˆ hI blijMdr bol ipaf, “ bfpU jI mYˆ bfhr jf ky cMgI kmfeI krfˆgf aqy quhfzI ËmIn vfps KrId ky quhfnUM dyvfˆgf.” afpxy puwqr dI ieh gwl sux ky jIqf Dur aMdr qwk kMb igaf. pr byruËgfrI df sqfieaf blijMdr koeI mfVf kdm nf cuwk lvy ies leI afpxy kfljy qy pwQr rwK ky jIqy ny afpxy purKfˆ dI jfiedfd afpxI do ikwly ËmIn srpMc blbIr isMG nUM vyc idwqI. jIqy ny afpxI ËmIn vyc ky 15 lwK rupey blijMdr nUM dy idwqy. blijMdr pYsy lY ky jlMDr eyjyˆt kol igaf aqy Aus nUM afpxf pfsport aqy pYsy dy afieaf. iesy qrHfˆ bIry ny vI afpxI ËmIn vyc ky 15 lwK rupey eyjyˆt nUM dy idwqy. blijMdr qy bIrf hux supinafˆ dI iËMdgI ijAux lwgy. Auhnfˆ dIafˆ gwlfˆ df muwK ivÈf knyzf aqy pYsf huMdf. iek mhIny bfad eyjyˆt ny blijMdr qy bIry nUM Pon

Story Time

qy dwisaf, “beI bwlI, qyrf qy bIry df vIËf lwg igaf ey, af ky afpxy pfsport lY jfE.” blijMdr dI KuÈI df koeI aMq nhIˆ sI. Auh Ausy idn igaf aqy pfsport lY afieaf. eyjyˆt ny jlMDroˆ hI Auhnfˆ nUM itktfˆ vI dvf idwqIafˆ. itktfˆ lY ky blijMdr qy bIrf ipMz af gey aqy knyzf dIafˆ iqafrIafˆ krn lwgy. Auhnfˆ dIafˆ itktfˆ 27 nvMbr dIafˆ buwk sn. afKr 27 nvMbr dI qfrIK vI af geI. mfˆ-ipE dIafˆ awKfˆ ivc AuzIk dy hMJU Cwz blijMdr qy bIrf Groˆ cwl pey. idwlI qoˆ hvfeI jhfj qy bYTy qy AuwcIafˆ AuzfrIafˆ dI qfˆG leI Epry dyÈ knyzf phuMc gey. afpxI imhnq aqy lgn nfl CyqI hI blijMdr qy bIry ny iek PYktrI ivc kMm lwB ilaf. ijvyˆ-ijvyˆ smfˆ bIq irhf sI bIrf qy blijMdr ijafdf imhnq kr rhy sn. blijMdr afpxy mfqf-ipqf nUM ijafdf pYsy Byj irhf sI, Gr dI ÊrIbI dUr huMdI jf rhI sI. ipMz df ÊrIb jIqf hux srdfr ajIq isMG bx igaf sI. Ausny 10 ikwly ËmIn nfl dy ipMz ivc KrId leI sI. sfry ipMz vfly blijMdr dI isÌq kridafˆ nf Qwkdy. “bVf imhnqI muMzf ey qyrf, jIiqaf.” qfey nCwqr isMG ny blijMdr dy bfpU nUM ikhf. “sB vfihgurU dI imhr aqy quhfzy vrgy vwizafˆ df aÈIrvfd ey qfieaf.” jIqy ny KuÈI`c KIvf huMidafˆ ikhf. ijvyˆ-ijvyˆ blijMdr pYsy Byjdf jIqf ËmIn dI KrId krI jfˆdf. hux Auh 35 ikwilafˆ df mflk bx cukf sI. ipMz dy lok AusnUM jgIrdfr kihx lwgy sn. pr blijMdr dI mfˆ dIafˆ awKfˆ ivc afpxy puwqr nUM imlx dI qVp sI. Auh idn rfq afpxy puwqr nUM imlx leI rwb awgy ardfsfˆ

krdI. smfˆ afpxI cfl cwldf igaf. awj pUry 10 sfl df lMmf arsf bIq igaf sI blijMdr nUM knyzf gey hoey nUM. iek idn blijMdr ny Pon kIqf ik Auh iek mhIny leI pMjfb af irhf hY. ieh suxidafˆ hI blijMdr dI mfˆ KuÈI nfl KIvI ho AuTI. awj 10 sfl bfad blijMdr afpxy ipMz afpxI mfˆ kol bYTf sI. pUrf ipMz Aus nUM imlx Auhnfˆ dy Gr juiVaf hoieaf sI. Auh vfrI-vfrI sfirafˆ nUM imilaf aqy jMg ivc ijwq ky afey XoDy vfˆg sfirafˆ ny Aus nUM jIa afieafˆ ikhf. mfˆ ny afpxy puwqr nUM sIny nfl lfieaf. bfhroˆ afey muMzy leI irÈiqafˆ dI lfeIn lwg geI. mfˆ-ipE dI psMd dI kuVI aqy amIr Grfxy dI gurivMdr nfl blijMdr ny ivafh krvf ilaf. awj Aus dI mfˆ dy sfry cfa pUry ho gey sn. jIqy dI vI awZI DrqI qy nhIˆ sI lwg rhI. iek mhIny bfad afpxI nvIˆ ivafhI vhutI aqy mfˆipE nUM CyqI hI knyzf bulfAux df vfadf krky blijMdr muV knyzf clf igaf. iek-do idnfˆ bfad Ausdf Pon afAuˆdf aqy Auh sfirafˆ df hfl-cfl puwCdf. blijMdr jd vI Pon krdf qfˆ kihMdf, “byby qUM iÌkr nf kr mYˆ CyqI hI quhfnUM iewQy bulf lvfˆgf.” acfnk iek idn blijMdr dy dosq bIry df Pon afieaf ik blijMdr ijs gwzI nfl kMm qy igaf sI, Aus df aYksIzYˆt ho igaf hY. Aus ny dwisaf ik ies gwzI ivc blijMdr smyq svfr 4 afdmI Qfˆ qy hI mr gey hn. ieh gwl suxidafˆ hI blijMdr dI mfˆ byhoÈ ho ky DrqI qy izwg peI. pUrf ipMz jIqy dy Gr juiVaf hoieaf sI.

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rox-ipwtx dI afvfË ny pUrf ipMz rox lgf idwqf. jIqy df ro-ro ky burf hfl sI. Aus nUM ivÈvfs nhIˆ sI ho irhf ik Auhnfˆ df puwqr hux ies dunIafˆ ivc nhIˆ hY. Aus nUM ivÈvfs nf huMdf aqy Auh socdf, “kI pqf, bIry ny JUT boilaf hovy.” “pr……blijMdr bfry ikwQoˆ pqf krfˆ.” jIqy nUM smJ nhIˆ sI af rhI. ies qrHfˆ do mhIny bIq gey pr blijMdr df koeI Pon nhIˆ afieaf. hux jIqy dy mn ivc ivcfr afAuˆdy, “kI pqf bIry ny swc ikhf hovy…….” “……nhIˆ-nhIˆ ieh nhIˆ ho skdf.” Auh acfnk buV-bVfAux lwgdf. amIr Gr dI blijMdr dI vhutI gurivMdr vI bhuqI dyr qwk AusdI AuzIk nf kr skI. Aus dy mfˆ-ipE afpxI DI aqy ivafh qy idwqf dfj smyq ivafj jIqy Groˆ lY gey. awj pUry iqMn sfl bIq gey hn, pr blijMdr bfry iksy nUM koeI Kbr nhIˆ. kI pqf Auh ijAuˆdf hovy, iksy dI kYd ivc hovy, sB afpxIafˆ gwlfˆ nfl jIqy nUM hOˆslf idMdy. blijMdr dI mfˆ df ro-ro ky burf hfl ho igaf. hr vyly awQrU vhfAux krky Aus nUM Gwt nËr afAuˆdf. jIqy dI nËr vI jvfb dy rhI sI. dovyˆ jIa Gr ivc bYTy bfhr drvfjy vwl qwkdy rihMdy. kI pqf blijMdr af jfvy…………! sfzIafˆ awKfˆ df qfrf……………! sfzf puwq……………kI pqf……! inÈfn rfTOr `milkpurI

December 2015 2015 | The Trucking Network | 41

Women In Trucking

New Year’s Resolutions

f you’re goal is to drop a few pounds in the coming year, you’re not alone. The top New Year’s resolution last December was to lose weight. The second most common resolution was to “get organized,” followed by spending less or saving more. The fourth top New Year’s resolution was to “enjoy life to the fullest,” and the fifth most common goal was to stay fit and healthy. More than half of us make a promise to change something as the calendar turns from one year to the next. How many of us actually succeed? The odds are good that you keep your promise through the first week in January, but less than half of us keep our resolutions for six months, and according to StatisticBrain.com only eight percent of us achieve success in maintaining that New Year’s objective. However, you are more likely to attain 42 | The Trucking Network | December 2015

your goal if you go to the effort to make the resolution in the first place. What is the best way to make a New Year’s resolution? According to eHow. com, make sure your goal is achievable. None of us can stop global warming or bring word peace, so make sure you are considering something that is within your reach for the next twelve months, or longer. Break your goal into specific terms and outline small steps in how you’ll make changes in your life. Instead of trying to lose fifty pounds in 2016, try losing five pounds per month and you’ll meet your goal with a few pounds to spare. Write down the goal and the steps you will take to get there, like exercise three times per week and cut down on desserts. The first New Year’s resolutions were intended to be positive changes for the www.thetruckingnetwork.ca

coming year. The Romans used the new calendar to remind themselves to be good to others, but the celebration became one of prayers and fasting after adopting Christianity as it’s official religion in the fourth century. The Puritans kept the tradition of selfreflection going in the 18th century as they instructed their children to reflect on the past year and contemplate the new year with commitments to become better neighbors and avoid sinful activities. The Statisticbrain.com categorized our resolutions and report the top promises are related to self-improvement or education goals. Second resolution types are about weight goals, followed closely by money-related commitments and relationship-related resolutions. The Women In Trucking Facebook pages includes over 9,000 members

Women In Trucking who were asked to share their New Year’s resolutions. While this is an unscientific sample, it is driver focused and the responses reflected this group of professionals. Deb promised to keep up with paperwork and not procrastinate. She also resolved to listen more and speak less. Ingrid’s comment was to start asking for help and stop taking on “more than I can do.” Laura’s promise was to start putting her own needs first. Lisa agreed with this and stated that she would “take care of my needs and wants instead of putting myself last.” Lisa also resolved to get in shape and lose some weight. Tanya’s resolution was to “realize the need for patience among new drivers [who are] doing wrong maneuvers.”

We could all use some positive changes in our lives and a new year is the perfect time to look forward and leave our old bad habits behind. Whether your resolution is to lose weight, get healthy, work on your relationships, take a class, or to “live with all your might,” it’s a great time to work on self improvements.

Happy New Year from all of us at Women In Trucking Association.

Ellen Voie CAE, President/CEO Women In Trucking, Inc.

If you are in your twenties, your odds of attaining your New Year’s goal is higher. StatisticBrain.com found that 39 percent of people in their twenties achieved their resolutions compared to only fourteen percent of those over fifty. According to historian Bill Petro (billpetro.com), a young Theologian named Jonathan Edwards created a list of seventy resolutions he promised to review on a weekly basis. A few notable ones include: Resolved, to live with all my might, while I do live. Resolved, never to do anything out of revenge. Resolved, never to speak evil of any, except I have some particular good call for it. Resolved, never to do anything, which I should be afraid to do, if it were the last hour of my life. www.thetruckingnetwork.ca

December 2015 | The Trucking Network | 43

Informative

New Section of 401 Open

TTN Writer

he final stretch of the new Rt. Hon. Herb Gray Parkway is now complete, ending the largest infrastructure project in Ontario’s history. The 1.4 billion dollar project began in 2011 and according to the Minister of Transportation, Steven De Luca, will help improve access and mobility along the Detroit River. In a November 20th news release he said “We are pleased to have reached this major milestone with the completion of the Rt. Hon. Herb Gray Parkway. This project has created more than 12,000 jobs and helps improve the movement of goods and people in the region. We thank the residents of Windsor and Essex County for their patience during the construction of the Rt. Hon. Herb Gray Parkway.”

The Rt. Hon. Herb Gray Parkway includes: • An extension of Highway 401 that runs from the area west of the North Talbot Road Bridge to E.C. Row Expressway, and then parallel to E.C. Row Expressway and Ojibway Parkway • An extension of Highway 3, including the multi-lane

roundabout to the area of E.C. Row Expressway where it links into Huron Church Road • The 20 kilometre Parkway Trail that runs through 300 acres of green space The parkway, which currently forces traffic to exit at the intersection of Ojibway Parkway and E.C. Row, will eventually connect to the new Gordie Howe International Bridge

(scheduled to open in 2020). The Windsor-Detroit Gateway carries nearly one-third of Canada’s road trade with the U.S. In 2014, the combined daily value of commodity trade was $402 million, including $332 million by truck, in current Canadian dollars.

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December 2015 | The Trucking Network | 45

Informative

Worst Bottleneck List Released in US

new study by the American Transportation Research Institute (ATRI) provides some insight into which roads to steer clear of south of the Border. Their annual truck bottleneck listing places the intersection of I-285 and I-85 in Atlanta GA as the worst in the country. Known locally as â&#x20AC;&#x153;Spaghetti Junctionâ&#x20AC;? the stretch of road is where two interstates meet and includes ramps to four additional roadways. The greater Houston area is also particularly bad with four locations making the top ten: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Atlanta, GA: I-285 at I-85 (North) Chicago, IL: I-290 at I-90/I-94 Fort Lee, NJ: I-95 at SR 4 Louisville, KY: I-65 at I-64/I-71 Houston, TX: I-610 at US 290 Houston, TX: I-10 at I-45 Cincinnati, OH: I-71 at I-75 Houston, TX: I-45 at US 59 Los Angeles, CA: SR 60 at SR 57 Houston, TX: I-10 at US 59

Since 2002 the ATRI has analyzed GPS data to compile the annual list. The results from this ongoing analysis quantify the impact of traffic congestion on truck-borne freight at 250 specific locations. www.thetruckingnetwork.ca

December 2015 | The Trucking Network | 47

Continuations

What makes a good WSIB Alternative Program for Owner/Operator Fleets in Ontario? Continued from page 25 CRA has put out a bulletin (RC510 (E) Rev. 12- page 7) Employee or Selfemployed that discuss specific indicators that the worker could be considered an employee. The bulletin states “The worker is entitled to benefit plans which are normally only offered to employees. These include registered pension plans, and group accident, health, and dental insurance plans.” Method of Payment: Is it better to let the O/O purchase coverage on their own or provide deductions through their operating statements? Both ways are acceptable, but having a comprehensive program through operating statement deduction not only reduces the carrier’s risk and liability, it will also save tremendously on administration, if done the right way. If O/O’s are purchasing coverage on their own, be sure to have them provide you with a copy of their policy as well as a current certificate of insurance each month (or quarterly at

the least). Recommendation: Providing a comprehensive “individual program” through operating statement deduction is really the true way to ensure coverage has not only been purchased, but more importantly, maintained. I insured fleet a few years back that was collecting certificates of insurance from their O/O’s on a quarterly basis. One of their O/O’s (and a client that paid for their own insurance) had some financial issues due a major engine breakdown. The cost of repairing his engine put him behind and he wasn’t able to keep up with the payments of his disability insurance. After 2 months of NSF’s, his coverage was cancelled and he was informed by letter that his coverage was no longer in place. A few weeks later, this same O/O unfortunately suffered a heart attack in the USA. His bill was over $67,000 US and he didn’t have any coverage in place. This was devastating for him and his family. Winning the lottery is something only

a few will experience in a lifetime. That means if we want our companies to be successful, we are going to have work at it and make wise business decisions, including choosing the right broker. If you have O/O’s and allowed them to opt out of WSIB, be sure to choose a broker that specializes in WSIB Alternative Programs and will be there for you at the time of a claim. Just because someone has a license to sell insurance and has access to a “product” doesn’t make them an expert. Ask for references and check them. You wouldn’t hire an O/O without checking out their references thoroughly, would you?

Glenn Caldwell is the Vice-President of Sales for NAL Insurance Inc. and Healthy Trucker both 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’

A Poll Reveals More Internet A Poll Reveals More Internet Connectivity... Connectivity Putting Fleets Continued from page 13 tries about the issues facing cybersecuIn the meantime, the expenses of cyber- rity today and discovered that 1) Eighty at Greater Risk Continued from page 17 Ernst & Young lately did survey of 1,755 organizations from 67 different countries about the issues facing cybersecurity today and discovered that 1) Eighty eight percent do not think their IT security structure fully match the needs of their organization 2) Thirty six percent believed they still lack confidence in their capability to identify high-tech cyberattacks 3) Fifty seven percent hinted that the condition is worsening instead of getting better 4) The maximum sources of cyberattacks are still criminal associations (59%), hacktivists (54%) and state-sponsored (35%). In 2014, compared with Ernst & Young’s investigation previous year, respondents graded these sources as more likely: up from 53%, 46%, and 27%, respectively.

crime is going up, in accordance to IBM, the problem costs US industries around $100 billion annually. Ken Allan, global cybersecurity leader at consulting firm Ernst & Young said “Organizations are embracing the digital world with enthusiasm, but there must be a corresponding uptick in addressing the increasingly sophisticated cyber threats”. Ernst & Young lately did survey of 1,755 organizations from 67 different coun-

eight percent do not think their IT security structure fully match the needs of their organization 2) Thirty six percent believed they still lack confidence in their capability to identify hightech cyberattacks 3) Fifty seven percent hinted that the condition is worsening instead of getting better 4) The maximum sources of cyberattacks are still criminal associations (59%), hacktivists (54%) and state-sponsored (35%).

Continued from page 14 Those included into the Pioneer Club of OTA for their 25 years of service to the industry are Trevor Kurtz of Brian Kurtz Trucking Ltd; Jeff Hall, J & R Hall Transport Inc.; Steve Ondejko, Onfreight Logistics; James Steed, Steed

Standard Transport; Steve Thibert, Tibbs Transport Inc; David Skater, Brian Kurtz Trucking Ltd. and Al Russell, Thomson Terminals Limited. OTA President David Bradley said “Many of these inductees worked their way from the bottom of the industry in order to become leaders.

Ontario Trucking Association Members ...

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December 2015 | The Trucking Network | 49

We are moved to 1300 Shawson Dr, unit 201, Mississauga, ON. L4W 1C3

COMPANIES IN THIS ISSUE A ARNOLD BROS. TRANSPORT LTD....... PG 15 1-888-565-1798 AUTOBAHN........................................ PG 27 1 855 741 0204 ATLANTIS RADIATOR....................... PG 51 1-800-716-3081

B BISON TRANSPORT ......................... PG 2 1.800.462.4766 BURROWES INSURANCE BROKERS. PG 13 1-888-690-0010 BENSON TRUCK & TRAILER SPECIALISTS ................... PG 53

C CELADON CANADA....................... PG 4 & 55 1-800-332-0518 CHALLENGER.................................... PG 6 1.800.334.5142 CASCADES TRANSPORT INC......... PG 14 819-363-5804 C.A.T INC........................................... PG 20 (888) 829-8666 EXT. 224 CLARKE ROAD TRANSPORT........... PG 38 1-866-360-7233

50 | The Trucking Network | December 2015

D DRIVE STAR.................................. PG 11 & 52 289.442.1137 DAY & ROSS FREIGHT..................... PG 51 1.855.872.7602 DRIVE LOGISTICS............................ PG 54 866.909.0903

F FREIGHTLINER................................. PG 34

NEW MILLENIUM TIRE..................... PG 48 1 888.890.1888

P PREMIER BULK SYSTEMS............................. PG 18 905-888-2903

Q QUIKX TRANSPORTATION............................. PG 10 1-866-234-6167

GORSKI BULK TRANSPORT............ PG 29 800.265.4838 X 255 GLASVAN GREAT DANE................... PG 41 1-888-GLASVAN

SLH TRANSPORT INC...................... PG 12 1-855-564-8029

H HEALTHY FLEET............................... PG 46 1-855-422-8333

M MACKIE.................................................................PG 43 905.728.2400

N NATIONAL TRUCK LEAGUE..............PG21 1.800.265.6509

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T THE ROSEDALE GROUP....................PG3 1.855.721.3962 TTR TRANSPORT............................. PG 19 1800.672.6904 TRANSX............................................. PG 36 TRUCKLOAD CARRIERS.................. PG 44 TALLMAN GROUP................................ 56