CONTENTS
September, 2015
07 | EDITOR’S NOTE Editorial COMPANY PROFILE 08 |
Clarke Road Transport
NEWS 11 |
Industry News
DRIVER HEALTH 24 | 26 |
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G
HE TRUCKIN NETWORK
NAVEEN NAV- EDITOR nav@thetruckingnetwork.ca Shaun Cumer Copy Editor Rahul Sharma Account Executive
CONTRIBUTING WRITERS Glenn Caldwell, Ray J Haight, Tony Hayton, Siphiwe Baleka, Ellen Voie, Rod Stiller, Dave Raynsford, Harmanjit Jhand and Raj Harjika, Doug Harris ADVERTISING INQUIRIES 647-818-2121 nav@thetruckingnetwork.ca DESIGN art@thetruckingnetwork.ca VISIT US ONLINE AT www.thetruckingnetwork.ca HEAD OFFICE TF: 1-800-508-1214 Fax: 1-800-488-1314 Publication Mail Aggrement # 42703019
PUBLICATION The Trucking Network is a monthly bilingual magazine
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You may be a social media junkie if… FREEWAY FIRST-AID: Broken Bones
DRIVER SAFETY 28 |
Unsung Heroes, Ode to the Driver Trainers
INFORMATIVE 30 |
Prepare To Make The Most Of Your TTN Mega Job Fair Experience
SAFETY & COMPLIANCE 32 |
Smart Trucking Means Saving Fuel THE TOP WAYS TO SAVE FUEL
BOLLYWOOD GOSSIP 35 |
Entertainment
PUNJABI NEWS 39 |
News
INFORMATIVE 40 | 42 | 44| 48 | 49 |
Team Leadership & Management Ergonomic issue – Impacts Long Haul Truck Driving Mountain Driving 101 HIGHWAYS, WILDLIFE & SAFETY: Make Room For Moose MICHELIN® DEFENDER™ LTX™ M/S Delivers Strong, Long-Lasting Tire for Light Trucks and SUVs
Editorial
New York Times Editorial Barks Dangerously High Up The Wrong Tree
*Ahem*....
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Accidents like the one that critically injured the comedian Tracy Morgan, killed his friend and fellow comedian James McNair, known as Jimmy Mack, and hurt eight others on the New Jersey Turnpike last year are going to continue to happen unless Congress stops coddling the trucking industry,” began the Aug. 21 New York Times editorial ominously titled “The Trucks Are Killing Us”. “Killing” you? Are we, now? News to us. Times op-ed contributor and former 1998-2014 American Trucking Associations (ATA) executive Howard Abramson seized upon the warranted public outcry of sympathy for Morgan, who soared through August headlines after a surprise wedding and announcing his return to Saturday Night Live as one of the upcoming season’s first hosts, to take some deftly cherry-picked shots at poorly characterizing the industry’s safety record and rapport with regulators. In fact, Mr. Abramson, what was it you said exactly? “More people will be killed in traffic accidents involving large trucks this year than have died in all of the domestic commercial airline crashes over the past 45 years, if past trends hold true,” he wrote. “And still Congress continues to do the trucking industry’s bidding by frustrating the very regulators the government has empowered to oversee motor carriers.” Really? We can’t help but wonder if this remark is so much a well-thoughtout extrapolation as it really is mistaking Stephen King’s Maximum Overdrive for a hard-hitting documentary - you’ll laugh until you ponder how many people mistakenly reference The Onion as a reputable media outlet - while failing completely and spectacularly to comprehend how many thousands of people have died in commercial airline crashes in just under a half-century. To call this a sensationalist angle is to instantly owe apologies and rounds of beer to artfully entertaining sensationalist reporters and pundits everywhere. We had to marvel at his characterization of the industry at large as opponents of the long-awaited U.S. Federal Motor Carrier Safety Administration’s Electronic Logging Device (ELD) Mandate. Point in fact, the ATA has publicly endorsed the soon-finalized measure as a forward-thinking evolution in accountability with only a vocal minority adamantly opposing it.
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He’s right about one thing: the U.S. trucking industry has always warned that the 34-hour restart policy was a terrible idea that flew in the face of statistically rooted recommendations - truckers just didn’t oppose it for the reason he erroneously believes the Tracy Morgan tragedy proves, that fleet owners are unrepentant, unsympathetic slave drivers. The driver in that crash had indeed driven far too many consecutive hours much too far from his home base to be behind the wheel late at night. However, the trucking industry’s majority of stakeholders, drivers and fleet managers maintain that we would rather have our drivers on the road cruising emptier highways at night than driving during what can be precarious, traffic-heavy daytime hours. That’s exactly because of our interactions with non-commercial drivers - specifically, nearly any veteran driver will attest that a commuter behind the wheel of a Honda Civic in the thick of a rush-hour highway is far more unpredictably nervous and prone to risky decision-making than accident statistics dictate a trained, licensed CDL trucker tends to be when behind the wheel of tens of thousands worth of truck and at least as much in hauled cargo. In fact, Mr. Abramson, the rate of commercial truck accidents over the past decade in which truckers are found conclusively at fault is virtually non-existent - and falling. In the meantime, experienced industry leaders have also worked alongside Congress and the FMCSA to formulate equitable, reasonable Electronic Stability Control (ESC) and Speed-Limiter mandates in the name of establishing good faith with the FMCSA. To be honest, these congressional endeavors have been met with far greater investigation, thorough discussion and eagerness for industry input than America’s Affordable Care Act that reshaped the U.S. health care industry despite many legislators admitting to their very constituents that they had not, in fact, even read that particular controversial and pivotal bill. Indeed, Mr. Abramson, our industry and U.S. federal regulators are partners in a cause - that of preserving safe highways that benefit our livelihoods through an emphasis on safety and accountability. Do not mistake one tragedy for which one driver and his employer must answer for the industry-wide epidemic you’ve imagined.
No warranties or representations are made on behalf of the advertisers or promotions in this magazine. If any person chooses to take any service, promotion, or respond to any advertisements, they do so strictly at their own risk, and no liability whatsoever attaches to the publishers, contributors, servants, or agents of this magazine. The advertiser agrees to protest the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photos, or any other material in connection with the advertisers or content in The Trucking Network Magazine.
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September 2015 | The Trucking Network | 7
News
Meet the 19-year-old Canadian truck driver burning up the NASCAR track
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eenage NASCAR driver Cameron Hayley is back in Canada this week, and he's hoping to show off both his home country and his racing abilities as he competes on Sunday. The 19-year-old race driver is the only Canadian participating in the Camping World Series Chevrolet Silverado 250 in Bowmanville, Ont. this weekend. The Calgary native, who began his full-time racing career in 2014, moved Sandusky, Ohio, to work at the ThorSport racing shop last year. Since his professional debut, he's racked up 17 starts in the sport's thirdtier division, earning three top-five finishes and nine top-10 finishes. He's currently ranked sixth in the NASCAR Camping World Truck Series and third in the Sunoco Rookie of the Year standings. On Sunday, he'll be back on Canadian soil to race at the Canadian Tire Motorsport Park. While he's home, Hayley says he hopes to show the world how enthusiastic Canadians can be about racing.
"I don't think the world knows how great Canadian race fans are and how dedicated they are," he told CTV's Canada AM on Thursday. Hayley also said he's hoping to raise truck racing's profile on the Canadian stage. "Most people think (NASCAR racing) is just left turns, going in circles all day," he said. "Hopefully we'll educate people more and more to teach them that it's not just driving left. It's a whole bunch more that goes into it."
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Canada-U.S. Truck Border Crossings Down
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ruck traffic between Canada and the U.S. has declined while it has increased between the U.S. and its southern neighbour, Mexico. The Journal of Commerce reports U.S. Transportation Department figures show since the second quarter of 2005, truck crossings between Canada and the U.S. decreased 16 percent but in the same period grew 19 percent between the U.S. and Mexico. Also, truck crossings at both U.S. borders have increased since 2009, as the level with Mexico approaches what the U.S. has with Canada. It reports in the second quarter of this year, Mexican border truck crossings with the U.S. were up 2.6 percent yearover-year, while crossings at the U.S. Canadian border dropped 1.6 percent. Compared to the first quarter of the year, Canadian truck crossings increased 4.1 percent in the second quarter of 2015, while there was a 5.1 percent jump in June from May after falling in April from May.
September 2015 | The Trucking Network | 11
News
Reminder – Key Aspects of the Making Ontario’s Roads Safer Act Kick in September 1st
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he Ontario government passed the Making Ontario’s Roads Safer Act to help ensure that the province’s roads are among the safest in North America. Items in the new legislation that may be of interest to OTA members, include: n Allowing, once regulations are passed B-train double-trailer combinations to be extended from 25 metres to 27.5 metres to accommodate new technologies required to meet air quality and greenhouse gas emissions standards; allow for more comfortable sleeper berths for drivers; and accommodate the use of ‘moose bumpers’ that help prevent animal strikes to the front of tractors (special permits are currently available for these vehicles while regulations are under development); n Expanding the current ‘Slow Down, Move Over’ requirement for motorists beyond only emergency vehicles with red or red and blue flashing lights to include tow trucks that are stopped at roadside incidents while their amber flashing lights are activated; n Allowing the Motor Vehicle Inspection Station program to move to a contractual model and enable the procurement of a third-party contract administrator (timelines to address are in 2017 timeframe) In addition to the information passed along to the membership through OTA’s outreach session earlier this year on the Road Safety Bill, OTA will keep the membership informed on all developments as it relates to B-trains and the MVIS program and other issues of importance to the trucking industry. In addition, the new act will: n Increase fines for distracted driving from the current range of $60 to $500 to a range of $300 to $1,000, assigning three demerit points upon conviction, and escalating sanctions on convictions for novice drivers n Apply current alcohol-impaired sanctions to drivers who are drug impaired n Introduce additional measures to address repeat offenders of alcohol impaired driving n Require drivers to wait until pedestrians have completely crossed the road before proceeding at school crossings and pedestrian crossovers. www.thetruckingnetwork.ca
September 2015 | The Trucking Network | 13
News
Farmers Make Hay From Alberta Trucker’s Goodwill
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ope for several Edmonton farmers arrived this week in the form of a turquoise Kenworth piloted by Canadian Trucking Alliance board member Carl Rosenau, president of Rosenau Transport. Rosenau was busy this week hauling flatbeds full of donated hay to Edmontonarea farmers suffering from drought conditions. For many western farmers, this has been one of the hardest summers in 50 years, marked by weeks of drought that have decimated hay crops and left farmers struggling to feed their livestock. The sight of Rosenau’s flatbed rolling toward her farm brought tears to the eyes of sheep farmer Carla Rhyant, whose animals had been feeding on weeds after her 30 acres had seen just 2 cm of rain all summer. The going price for hay as a result of the drought is up to five times the normal price. “I just seen what the news says… And we knew they needed a hand, so we stepped up to the plate,” Rosenau told local CTV News. The hay itself was donated by Manitoba farmer Jurgen Kohler who has donated 100 bales to several farmers in Alberta.
Ontario Provides Additional Detail on Provincial Pension Plan
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ntario premier Kathleen Wynne announced today details on the design of the Ontario Retirement Pension Plan (ORPP). The ORPP was one of her key election promises. The government says its program is designed to address the 3 1/2 million Ontario workers it says do not have a secure workplace pension plan. According to today’s announcement: Employers who currently offer a workplace pension plan that is comparable to the ORPP will be exempt. A comparable plan is one that provides a predictable stream of replacement income and an adequate standard of living in retirement similar to the benefit that would be provided by the ORPP. A comparability test for each type of plan has been developed. Qualifying plans — including defined contribution (DC) plans — would need to meet a minimum contribution threshold, be locked in and be regulated by existing provincial pension standards. To be considered comparable, a DC plan must: (1) Have a minimum annual contribution rate of 8 per cent; and, (2) Require at least 50 per cent
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(in other words 4 per cent) matching of the minimum rate from employers. When fully introduced, the ORPP will require companies to pay premiums of 1.9 per cent of salary for each employee, up to $1,643 a year, and workers will pay an equal amount. The ORPP will be phased in. The goal is that every employee in Ontario would be part of the ORPP or a comparable workplace pension plan by 2020. Benefits would be paid starting in 2022.
September 2015 | The Trucking Network | 17
News Cargo Thieves Testing New Tactics
JOC: ELDs to Drive Supply Chain Gains, Benefit Drivers & Shippers
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ake trucking companies are but the latest tactic being used by criminals to steal cargo reports Fleet Owner. According to Scott Cornell, director of the Specialty Investigations Group (SIG) at Travelers Insurance – new twists in cargo theft now include breaking up stolen loads in small groupings and storing the goods in residential homes rather than all in one warehouse or storage unit. “They are starting to shy away from using warehouses,” Cornell told Fleet Owner. “Breaking up a load makes full recoveries harder to achieve and hiding it in residential areas makes stakeouts and other law enforcement activity more difficult.” His advice is step up your due diligence on any new company: “If you are dealing with a brand new company, with no track record and no reference ‘pool’ of information to draw from, they need to be checked out in a little more detail,” Cornell explained to Fleet Owner. “The same goes for a carrier whose authority has lain dormant for several years and is now suddenly active.”
F&S: Driver Pay Becoming Bigger Part of Total Cost of Operation
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trend analysis of fleet manager surveys conducted by global research firm Frost & Sullivan over the last half decade indicates that “total cost operation” (TCO) calculations are now front and center and concerns for trucking companies – with driver pay becoming far more critical to TCO than in the past, Fleet Owner reports. “Driver wages are now poised to be a far larger piece within TCO than fuel costs,” Sandeep Kar, global VP of automotive & transportation research for the firm, told Fleet Owner. “That’s one of the biggest trend shifts we’ve seen in the last five years.” Lakshmi Ramanujam, one of Frost’s industry analysts, extrapolated from the firm’ fleet manager survey data how the trend focus on TCO and driver wages might influence fleet spec’ing strategies. 18 | The Trucking Network | September 2015
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final rule requiring all interstate commercial truck drivers to use some type of electronic logging device (ELD) to comply with hours of service is expected at the end of September. In the short-term, the number of available trucks and drivers could drop as the rule as non-compliant carriers exit the industry. But in the long haul, expanded use of e-logs and onboard computers, combined with other technologies, will help carriers of all different sizes and shippers unlock truck capacity, explains the Journal of Commerce in a recent article. While a near-term capacity crunch as a result of ELDs could send truckload rates higher as pricing power decisively shifts to carriers, JOC explains that over time all links in the supply stand to benefit as efficiencies realized from ELDs’ connectivity to engines, brakes and other onboard systems could “revolutionize how the flow of freight is managed as it moves through North American supply chains, creating more capacity for shippers, more pay for drivers and more profit for carriers.”
StatsCan: Cross-border Trucking 25% More Costly Since 9/11
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uantifying what most cross-border carriers have known for well over a decade, a Stats Canada report released this month shows how much more expensive it’s become to move goods by truck across the Canada–US border since Sept. 11. This study is based on the first data produced to estimate the costs associated with trucking goods across the border before and after 9/11.
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News
Truck Freight Demand Surges at Fastest Rate Since November 2013
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rucking activity rose to its second-highest level on record in July, as a strengthening economy increased the amount of freight on the road. The amount of cargo hauled by U.S. truckers rose 2.8% in the latest reading of the American Trucking Associations’ monthly index. It was the biggest monthly gain since November 2013, the industry group said. The index is based off of surveys of the group’s members. The ATA pointed to improved retail sales, factory output and housing starts, all of which raised demand for freight transportation. The relatively robust domestic economy has shielded U.S. truckers from headwinds that have rattled other carriers, including sluggish growth in Europe and China’s unexpected devaluation of the yuan. Some large trucking companies, including Werner Enterprises Inc. and J.B. Hunt Transportation Services Inc., say strong freight demand should allow them to raise rates later this year. Carriers have had an up and down year since the ATA’s index hit a record high in January. The U.S. economy has moved in fits and starts, leading to inconsistent demand for hauling freight. In July a key manufacturing reading fell to a three-month
Trucking, technology, and transformation
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he trucking industry is expected to undergo significant and continued “transformation” due to ongoing incorporation of more active safety technologies, such as collision mitigation, and factory-installed telematics systems, according to a panel discussion at the 2015 Commercial Vehicle Outlook Conference last week in Dallas, TX. Meritor WABCO’s Stephen Hampson. Stephen Hampson, president and GM of Meritor WABCO, and Chris Hines, executive VP for Zonar Systems, both argued that various technologies will not only continue to make the industry safer – reducing crashes and helping identify bad driving habits – but also help boost fleet profitability as well, particularly via increased vehicle uptime. “We’re witnessing an evolution of safety systems that integrate multiple technologies such as lane departure warning (LDW), electronic stability control (ESC), telematics and data/video capture devices,” Hampson said.
low and the Cass Freight Index, which tracks all types of cargo shipments, dipped 1.6% from June. The ATA sounded a note of caution, warning that high levels of inventories could hurt freight volumes in the next few months. The inventory-to-sales ratio for all businesses has reached its highest this year since the 2008-2009 recession, according to U.S. Census Bureau figures.
New report says pipelines are safer than rail CALGARY: TransCanada (TSX:TRP) is pointing to a new study on how pipeline safety stacks up against rail to show why two of its controversial projects should be built. According to the report by the Fraser Institute released Thursday, the rate of incidents or accidents per million barrels of transported crude is 4 1/2 times higher for rail than for pipelines. The think tank crunched data from the federal Transportation Safety Board and Transport Canada between 2003 and 2013 to come to that conclusion. “In both Canada and the United States, rising oil and natural gas production necessitates the expansion of our transportation capacity,” said Kenneth Green, the study’s lead author. “The decision of which mode of transport should be used is a simple one. It should be the safer one; it should be pipelines.” TransCanada spokesman Mark Cooper highlighted the Fraser Institute study in a missive outlining the reasons why its long-stalled cross-border Keystone XL oil pipeline ought to be approved. Source globe and mail
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September 2015 | The Trucking Network | 19
News Operation Safe Driver Week Slated for Oct. 18-24
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he Commercial Vehicle Safety Alliance has announced that its annual Operation Safe Driver Week will take place the week of Oct. 18-24. Law enforcement agencies in North America will engage in heightened traffic safety enforcement as well as safetyeducation outreach to address unsafe driving behaviors by both commercial and passenger vehicle drivers. Activities will be held across the U.S., Canada and Mexico with the goal of increasing commercial vehicle and noncommercial vehicle traffic enforcement, safety belt enforcement, driver roadside inspections and driver regulatory compliance. Law enforcement and transportation safety officials will also offer educational and awareness safety programs, open to the public.
Trucking Conditions Best So far This Year
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reight growth slowed during the second quarter of the year, but rates and margins continue to show growth — on track for the sixth straight year of annual gains, according to the freight transportation forecasting firm FTR. Drops in fuel costs continue to be a positive for truckers, shippers, and consumers – said FTR, however, labour costs have shown substantial increases, which is keeping up the pressure for rising rates. “May was the lowest level in three
years, but June was the best month so far in 2015,” said Jonathan Starks, FTR’s director of transportation analysis. “Continued declines in fuel prices during July and August should help to keep the index elevated as the industry prepares for the fall shipping season.” According to Starks, the fall peak may not be as strong this year but the economy continues to chug along, and contract rates are still growing versus last year.
I65 in Indiana Closed; 8,000 Trucks a Day Rerouted
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well-travelled northbound segment of Interstate 65 between Lebanon, Ind., and Lafayette, Ind., will be closed through the middle of next month, the Indiana Department of Transportation. A 40-mile detour is in place until the state can ensure the bridge spanning the Wildcat Creek near Lafayette is structurally sound. Movement in the riverbank pier no-
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ticed last week prompted the bridge’s closure, InDOT said, and an estimated 8,000 trucks per day will be rerouted. I-65 northbound merges to one lane and is diverted onto U.S. 52 at Exit 141 north of Lebanon. The northbound lanes are closed to all traffic between U.S. 52 and State Road 25 (Exit 175). The I-65 southbound lanes remain open within the work zone.
September 2015 | The Trucking Network | 21
News
New Road Safety Rules In Effect September 1
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n September 1, 2015, the rules of the road will be updated to help keep Ontarians safe. Changes include tougher penalties for distracted driving, new rules to protect cyclists and measures to ensure the safety of tow truck drivers and children riding school buses. Getting Tougher on Distracted Driving Penalties for distracted driving will include an increased set fine of $490* and three demerit points upon conviction. Novice drivers will receive a minimum 30-day suspension for the first conviction and longer suspensions for subsequent convictions. Keeping Cyclists Safe The “dooring” of cyclists will carry an increased set fine of $365* and three demerit points upon conviction. New rules will also require drivers to leave a one-metre distance where possible when passing cyclists, or they may face the penalty of a $110*set fine and two demerit points. Cyclists who don’t use the required bicycle lights and reflectors face a higher set fine of $110.* Staying Alert Around Tow Trucks and School Buses Drivers must now leave a safe passing distance between themselves and tow trucks stopped on the roadside to provide assistance. Failing to slow down and move over for a tow truck can result in a set fine of $490.* School buses will be more recognizible -- they will now be the only buses permitted to be chrome yellow. Ensuring Ontario’s roads and highways are safe is part of the government’s economic plan for Ontario. The four-part plan includes investing in people’s talents and skills, making the largest investment in public infrastructure in Ontario’s history, creating a dynamic, innovative environment where business thrives, and building a secure retirement savings plan.
Driver and Vehicle Licence Fee Increases Come Into Effect September
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river and vehicle licence fee increases come into effect on September 1, 2015 in order to help maintain Ontario’s road safety, support key services and improve crucial transportation infrastructure. Fees for driver licences, renewals, replacements and commercial permits are among those increasing.
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These changes support the recommendations of the Commission on the Reform of Ontario’s Public Services to cover the rising costs of maintaining provincial roads, bridges and highways, enhance cost recovery for the delivery of driver and vehicle licensing services, and to support quality public services Ontarians rely on every day.
September 2015 | The Trucking Network | 23
Driver Health
You may be a social media junkie if… a You wake up in the middle of the night and run down to your computer to see who also had insomnia that night
a The first thing you do in the AM when you wake up is park your butt in front of the computer to check your Facebook page.
aYou find yourself spending a ton of time trying to beat your friends on Scrabble, Farkle or On-line Poker games.
By Glenn Caldwell Vice-President- Sales, Healthy Trucker
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ave you ever sat down to actually figure out how much time you truly spend each week on Facebook, LinkedIn or Twitter? If you were 12 years old, what would your parents be saying about the amount of “screen time” you are putting in these days? In the spring of 2012, I came to the realization that I was spending way too much time on my computer before my day actually got started; my morning routine of walking the dog, working out and reading had gone by the way 24 | The Trucking Network | September 2015
side. Instead of heading to the basement for a quick work out, the first thing I found myself doing was walking down the stairs, pat the dog on the head and grab a seat at my desk to catch up on the latest Facebook news, play my next word in Scrabble, and catch up on what was happening is LinkedIn and Twitter. Next, I’d check my inbox for what Groupon, Team Buy or Wag Jag offers were available that day. Did I really need that hot air balloon ride? The next thing I knew…it was 7:00AM and I was rushing to get ready for work. Not long ago, I read a was story about a professor that used a glass jar, some rocks, pebbles and sand as a metaphor to show his students that unless we focused on the really important things in www.thetruckingnetwork.ca
life, a lot of the little (non-important) things may start chewing up our time (see side bar for the story). Isn’t this story a great example of what really matters most? After reading it again, I quickly realized I was getting way too wrapped up in this social media and I was forgetting to do what was most important to me. I made a decision to put my priorities back in order; to do what was important over what was easy (most of which didn’t add any value to my day anyway). When I sat down to do a quick review of my goals and looked over the list, I was saddened by some of the important ones that I simply let slip away. More quality time with my kids, dates with my wife, back to reading profes-
Driver Health sional development and business books, and working out 3-4 times per week were just some of them. One of the goals that jumped out at me was my health goal, which was always on the list of something I want to improve. Why was I having such a hard time sticking to a workout routine? At one time I remember feeling like crap if I missed a day of exercise, and suddenly it was something that I had to really push myself to do. It seemed that social media and other time-wasters were really sucking me in. It wasn’t until a business trip to Ohio later that summer with a good friend, that I realized I was not alone. There really wasn’t a lot of business planned for this trip as we really just went down to spend some time with a few other industry friends and play a round of golf. It was an awesome few days, and as we started the drive back to Canada, our conversation switched to the amount of time we were both wasting sitting in front of our computers. I admitted I was getting a bit of a gut, and noticed running the bases at baseball was becoming quite a chore. He suggested that even putting his socks on was a becoming a challenge (although he didn’t quite say it that way). We both used to be in pretty good shape but admitted that our exercise routine had taken a back seat to other less important things. Since we both had the same goal of good health and knew we needed to get back to a structured workout routine, we agreed to hold each other accountable and get back at it on a consistent basis. Bright and early the following Monday, instead of parking my butt in front of the computer, I jumped in the car and picked up my buddy and headed to the gym. After about the 4th day of doing this he commented that although the first day was a bit “hellish”, it really wasn’t that bad once we got started. ”Getting started was the key,” he suggested. Although there were a few days that would have been easy to ditch the work out, we couldn’t because we had blocked the hour in our calendar and didn’t want to be the one to cancel out on the other. When we got back into the routine, we both found that we had a lot more energy, felt sharper and even lost a few pounds. Without that accountability, it would have been too easy to hit the snooze button on the alarm clock. Now I want you to consider your own life; are you spending too much non-work related time in front of your computer these days and missing out on what you really want to be doing? Is there a goal you really want to accomplish but are finding it tough to stick to? If so, my challenge to you is this. Find someone to hold you accountable. Commit to them what you are going to do, and then start making the change. We all pick up bad habits. To break a bad habit, it’s generally a good idea to replace it with a good one. Continued on page 47
Philosophical words
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philosophy professor stood before his class with some items in front of him. When class began, he wordlessly picked up a large empty mayonnaise jar and proceeded to fill it with rocks about two inches in diameter. He then asked the students if the jar was full. They agreed that it was. The professor then picked up a box of pebbles, poured them into the jar and lightly shook it. The pebbles, of course, rolled into the open areas between the rocks. The students laughed. He asked his students again if the jar was full. They agreed that it was. The professor then picked up a box of sand and poured it into the jar. Of course, the sand filled up everything else. “Now,” said the professor, “I want you to recognize that this is your life. The rocks are the important things—your family, your partner, your health, your children—anything that is so important to you that if it were lost, you would be nearly destroyed. The pebbles are the other things in life that matter, but on a smaller scale. The pebbles represent things like your job, your house, your car. The sand is everything else—the small stuff. “If you put the sand or the pebbles into the jar first, there is no room for the rocks. The same goes for your life. If you spend all your energy and time on the small stuff, material things, you will never have room for the things that are truly most important. Pay attention to the things that are critical in your life. Play with your children. Take your partner out dancing. There will always be time to go to work, clean the house, give a dinner party and fix the disposal.” Wise words. In your own life, be sure to take care of the rocks first—the things that really matter. Remember, the rest is only pebbles and sand.
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September 2015 | The Trucking Network | 25
Driver Health
FREEWAY FIRST-AID: Broken Bones
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TTN Writer
arewell, summer sunshine. H e l l o, a u tumn’s unpredictable weather and early preparations for the coming holiday shipping blitz. Along Canada’s most isolated highways that cut through precarious terrain, anything can happen when the weather begins a temperamental turn for the worse. When the skies open up to unfurl a blanket of rain, sleet, snow and ice, the changes in visibility and road conditions can spark disaster in the time it takes to sip a Coke. Preparation may one day make the difference between survival and tragedy. Before precarious road conditions become a daily fact of life this autumn and winter, every fleet must make emergency preparedness review sessions a priority. Along some remote stretches of highway, hours may pass between passing vehicles and inclement weather could potentially grind rescue efforts in the event of an accident to a halt. Every driver should embark on this winter’s runs with basic contingency plans crystal clear and any emergency materials quickly accessible in the cab. 26 | The Trucking Network | September 2015
Though we’ll be covering a number of instructions and skills for such tense scenarios in the coming month, we begin our accident-survival reviews with one of the most potentially frightening and severe possible events: surviving an accident, but with at least one broken bone… ASSESSING THE DAMAGE
Before dressing the injury, carefully take stock of its severity. Take note of any heavy bleeding. Test the site of the injury for any areas where gentle pressure or movement may cause pain. Has the bone pierced the skin?
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Driver Health Do limbs or joints appear deformed? Are any extremities of injured arms or legs, such as toes and fingers, a shade of blue at the tip or numb? Arguably most importantly, limit movement as much as possible if you suspect your head, neck or back have sustained any broken bones. Movement without knowing the extent of those particular injuries may result in paralysis, worsening brain trauma, or death - there’s no way to know without medical attention. If you can reach local emergency dispatchers, you will need to clearly communicate as many details of your injuries as possible as calmly as you reasonably can.
In the end, we can offer no pieces of advice more relevant than these last two. First, prepare now for the worst-case scenario nobody hopes will ever come to pass. Ingrain First AID, CPR, the elements of a well-rounded emergency kit and the safest possible driving practices in drivers now, while sunny days still reign, so that “I didn’t know…” doesn’t become the prelude to tragedy later. Second, something we repeat often in these pages, but that will always bear repeating: no cargo, no schedule, is worth one single lost human life. Always place safety behind the wheel above every single other consideration.
IN CASE OF A BREAK…
A fracture is still a broken bone. Unless exceptionally and unavoidably necessary, do not force weight upon it. Without knowing the fracture’s severity, excess pressure could worsen the injury to a much worse complete break. To begin dressing the injury, stop any bleeding as soon as possible. A sterile bandage, clean cloth or clean clothing will help apply pressure. The next step will depend on your current knowledge of field medicine. You will need to immobilize the injury, whether you happen to be versed in applying a splint or not. Whatever you do, do not, under any circumstance, attempt to push a protruding bone back in or realign it. Forcing it may worsen the injury. Applying a padded splint above and below the fracture may significantly reduce your discomfort until professional help arrives. If available, applying ice packs can relieve pain and limit swelling, but avoid application directly to the skin. Find some cloth or other material to wrap ice or other cold packs first. Finally, but arguably most importantly, it’s time to treat for shock. Watch out for feeling faint or suddenly breathing in short, rapid breaths. When these signs set in, lay down with legs elevated. Meanwhile, keep the head slightly lower the trunk. www.thetruckingnetwork.ca
September 2015 | The Trucking Network | 27
Driver Safety
Unsung Heroes, Ode to the Driver Trainers
I
By Ray J Haight Co founder - StakUp Haight Consulting, Healthy Trucker
28 | The Trucking Network | September 2015
wonder sometimes how difficult it is for the person who is just about to make the leap into this industry to get a good start. When I think back to my start I really had it all mapped out for me, dad was a trucker, and I was going to be well schooled including the kick in the butt when needed. I was in my early teens when I started spending most of my summer breaks in the truck with him. I witnessed the way things were done back then and it always stuck with me. I saw him hit the brakes whenever there was another truck on the side of the road with its 4 ways on or the hood up, no question it was immediate, we were there to help. To date myself this was the time just before CB’s became popular and just like any other technology they weren’t all that cheap when they first arrived on the scene either. I was taught how to read a road map over many coffees in many different truck stops, so were here in Tennessee heading to here in Texas, how are you going to route us there partner? I spent more than my fair share of time on the ground also, servicing, greasing, and performing all the minor repairs that saved a few bucks that would have been given to a repair www.thetruckingnetwork.ca
shop. The real lesson though was how to fend for yourself when an on road repair might be required, it was fix it yourself time and if you couldn’t you at least had gained enough experience by crawling around under the truck for all that time to know if you were being scammed or oversold on a repair. I was shown how to axel weigh and what a bridge law was and I was also shown how to get the job done if you couldn’t quite get it right, not that any of that exist today of course. I learned what a logbook was and how to fill one out; nuff said there, we got the job done driver! When I look back I was trained schooled mentored whatever it’s called over a 4-5 year period before I ever took the wheel by myself and I was prepared. I remember being scared silly the first time I headed out on my own in a truck at the ripe old age of 18 but I got it done and brought it all home in one piece, I think the old man was pretty proud of the kid on that day now that I reflect on it. So how is it getting done today the training of these new drivers, I know I couldn’t do it, don’t have the patience for folks, and wish I did, but I don’t. I believe that one of the most important groups of peo-
Driver Saftey ple in the industry today who get very little recognition is the driver trainer of the world. We have dispatch awards driver and Owner Operator awards all the time and not that these folks are not worthy of our praise because they are. I will tell you one thing for sure though without a good amount of time in a https://global.gotomeeting.com/join/588193861truck with a good quality trainer who instills the type of foundation a driver needs to move forward and become a professional not to many awards would be handed out. I wonder if these unsung heroes don’t get a real charge when one of the folks they helps train wins one of these awards, I bet that more than a few of this breed walks a little taller when this happens. Those safety managers who read my ramblings know what I speak of, a good driver trainer is worth their weight in gold. They set the tone for the raw recruit’s future and not just for the individual company but also for the individual’s entire future in our industry. You can take all the best training in the world but unless there is a knowledgeable companionate individual with the patience of Jobe and the skill to be able to teach, you will not reach your full potential as a driver. The proper training of this industries work force has become a favorite discussion as of late by people like me who have an unswervingly believe that a solid foundation starting with a quality school followed up by the trucking company supplying a quality finishing program is critical to an new drivers success. I would be remiss if I didn’t put a plug in this part of the article for the apprenticeship program that is available for entry level drivers it’s an excellent program that is a natural extension to any finishing program, if you’re not part of it yet get with the program. Here’s a tip for you wannabe drivers out there, after you have done some research and found a quality training school and a word to the wise they won’t be the cheapest and before you sign on to a trucking company find out what their finishing program looks like. You want to know the
duration and intention of the program, is the intention to teach you in real life situations the skills you learned in school or is it to get as much work out of you as possible with another driver before you go out on your own and are they a supporter of the apprenticeship program? Check it out. There are so many unsung heroes in this industry, folks who are taken for granted who without a company could not func-
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tion they are relied on to perform day in day out at an optimum level. I have been thinking of these folks lately and have decided that I will start thanking them in future articles. Kudos to all the Driver Trainers who might be reading this article and thank you for your dedication, Well Done! Safe Trucking YT RJH
September 2015 | The Trucking Network | 29
Informative
Prepare To Make The Most Of Your TTN Mega Job Fair Experience
F
TTN Writer
irst off, congratulations are in order for your decision to explore the opportunities available Sept. 12 during The Trucking Network’s Mega Job Fair at Brampton’s Garden Convention Center. You have already registered at www.thetruckingnetwork. ca, haven’t you? You do realize more than 50 of the Canadian trucking industry’s most respected companies will be converging on the Greater Toronto Area in search of talented men and women just like you, right? Our advice? If you’ve signed up to attend this last of our two annual major recruitment events, we have to assume you believe, as we do, that commercial trucking is a uniquely adventurous, rewarding career with substantial security and Canada’s most attractive starting salaries and benefits in any province. Prepare accordingly, because thousands more workers across the GTA are as convinced as you are. This is your chance to make a great impression on recruiters representing employers eager and able to hire immediately. Taking every step to set you and your resume apart from the pack could make the difference between “Don’t call us, 30 | The Trucking Network | September 2015
we’ll call you” and attracting several requests for interviews. Between now and Sept. 12, visit The Trucking Network online, browse the list of employers scheduled to attend, and begin researching them to have a leg-up on the interview process and narrow down the companies on which you’d like to focus. YOUR RESUME
Count up the number of employers you plan on visiting this is also a great time to divide that list into prioritized “A” and “B” recruiters to make the best use of your time and stay focused on the companies for whom you’d most like to work. However many recruiters you plan to chat up, prepare double that many hard copies of your resume. It always pays to have extras. Recruiters have a limited time to meet with a massive pool of interested potential employees. Keeping your resume easy to peruse at a glance and updated with the most vital information makes you a more attractive choice to call back for an interview. Also, ALWAYS include references. Show some
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Informative
consideration and accommodating forethought, and never make a recruiter ask. You may also want to prepare a slightly different version of your resume for different positions for which you plan to apply. Once you’ve updated your vitae, also have an electronic copy ready to quickly e-mail or browse while you provide online, if the recruiter requests a digital format. Again, the more accommodating you can immediately be, the more it speaks to your potential flexibility, dependability and versatility as an asset to the company. BEST FOOT FORWARD The best approach to an outstanding impression is to sound as natural as possible while also coming across as having done some diligent
prep work. Preparing a 20 to 30-second introduction - “rehearsed” to the point you know it, yet flexible enough for you to change it up a bit here and there - will help you set the tone for your recruiter conversations.
You may end up listening more than you speak, but go the extra mile by preparing some questions in advance, as well. Recruiters’ own spiels will be tailored to covering the most basic information. This is the time to call upon your research and ask some more in-depth questions they might not be expecting to hear. Being that proactive can quickly work to your advantage. We strongly recommend avoiding anything you and the recruiter both know could likely be found on the company’s website, such as, “What does your company do?” There are some things recruiters www.thetruckingnetwork.ca
expect an employee genuinely interested in them to know in advance. Another important “DON’T”: DO NOT ask about salary and benefits. Let the recruiter bring that up, as this is really not the time or place. Finally, dress to impress. Select an outfit somewhere between the “business casual” and interview-appropriate ranges. Don’t dress like this is a night out at a club or on a date. Remember, this could indeed turn into an initial interview. ***************************************** Seize the moment. The Trucking Network orchestrates only two of these events per year, and this Mega Job Fair is our last for 2015. You never know what you might miss by deciding it’s just not worth it. September 2015 | The Trucking Network | 31
Safety & Compliance
Smart Trucking Means Saving Fuel THE TOP WAYS TO SAVE FUEL
Tony Hayton V.P. Airtab Global Sales at Worldcrest Management Inc. in Ottawa, 613-724-9094, antony_hayton@yahoo.com
Y
ou might ask why, with the lower costs in fuel brought on by the massive drop in the global oil prices, would you still be looking at lowering your fuel consumption? Simply because saving money never goes out of style, and the goal of every successful business should always be lowering costs. Simply put, saving fuel saves money. There are many good reasons to still save at the pump. Some are: 1. Saving costs and improving the bottom line should be the goal of every business, large or small. 2. Energy Conservation is seen as a winning Public Relations Policy. 3. Fuel Costs continue to be one of the trucking industry’s biggest single expenses. 3. Protecting the environment should always be a key corporate initiative, because the trucking industry is a major air polluter, lowering fuel consumption reduces air pollution from trucking, regardless of the price of fuel. 32 | The Trucking Network | September 2015
5. Truck companies that save on fuel costs have a better chance of winning contracts and making profits simply because they have lower costs compared to their competitors. 5. Even though fuel costs have dropped, they will rise again, so Truck Companies that have instituted a fuel saving policy now will benefit even more so in the future when fuel prices go back up again. There are lots of ways to save fuel, and we will go over the key ones shortly, but here’s an interesting bit of history that you might like to consider from a trucking journal 3 years ago. “More than 33 years ago, 33 truckers competed in a fuel economy contest dubbed the "Double Nickel Challenge." Named after radio slang for the 55-mile-per-hour (mph) speed limit then in force in the United States, the goal was simple: to test the claim—common among truckers at the time— that big rigs got better mileage at higher speeds. Long-haul truckers from all over the United States gathered in East Liberty, Ohio, to watch as drivers navigated laps around a track, first at 55 mph, and then at any speed of their choosing. With a few exceptions, the trucks burned less fuel in the first, speed-limited trial.” What that taught those with open minds and an eye on fuel economy and conservation was simple. If you were smart
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Safety & Compliance about your business and followed a few guidelines, you could save fuel and improve your bottom line. Now 35 years later these thoughts are more true than ever, because the trucking industry and its’ suppliers have got a lot smarter and innovative over that period of time in learning how to lower fuel consumption and costs. It’s called smart trucking. Smart trucking is really a mixture of 4 kinds of smarts, smart business and management, smart design, smart programs and smart technology. It takes smart management to implement the other 3. Let’s examine the top fuel saving methods for smart truckers and smart trucking. 1. Go slow to save dough. Yes, curbing driver speed is the most widely recognized behavioural change that can save fuel, with the 60 to 65 mph range the sweet spot for many 18-wheelers on today's highways, says Glen Kedzie, vice president of environmental affairs for the American Trucking
Associations, a trade group headquartered in Arlington, Va. On average, a truck traveling at 65 mph instead of 75 mph will experience up to 27-percent improvement in fuel consumption. "As a rule of thumb, for every one mile per hour increase in speed, there is a corresponding 0.14 mile-per-gallon (mpg) fuel consumption penalty," says Kedzie. 2. Driver Education and training programs. Yes, we’ve heard this before but let’s say it again, because it is key. The number one component in fuel consumption is the driver’s foot. Train the driver’s foot to be more frugal with fuel and less heavy footed on the gas and on the brake and you will save more than on any other type of program. It may even be wise to consider incentives and driver rewards to drivers to encourage them to buy into fuel saving. Many companies already do that to achieve their fuel savings goals Here’s an example of a smart program blended to smart technology. Oil and gas company Shell claims its FuelSave Partner system for commercial trucks can also improve fuel economy by 10 percent. The Shell system collects information on 13 separate driver behaviours, such as hard-braking and excessive engine revving, and cre-
ates weekly or monthly emissions, fuel, and efficiency data reports for fleet managers. Those that are constant offenders need to go into driver training program geared to lowering fuel use in order to change their driving habits. Between the worst driver and the best, the difference in fuel economy can reach 25 percent," says Michael Roeth, executive director of the North American Council for Freight Efficiency. 3. Monitoring Technology. Fortunately, the tool kit for eking out extra miles per gallon has expanded far beyond driving speed. In an era of more intelligent and connected vehicles, trucking technology for better fuel economy now includes wireless sensors, GPS chips, algorithms, and sophisticated real-time data analysis. Fleet operators can collect highly detailed information about a given driver and vehicle, for example. "They get a nearly real-time report on specific drivers," Kedzie says. "It includes where drivers stopped, how long they rested, how often they braked or hard-braked, and the engine temperature." 4. New Truck Technology. Modern truck designs are geared more than ever to fuel economy. Mandated by Government regulations the newest trucks rolling off the production lines are making strides in MPG and fuel saving. Keeping old fuel guzzling trucks on the road may just not make any economic or competitive sense. 5. Load Management. Michael Roeth, executive director of the North American Council for Freight Efficiency suggests using models and computers to maximize freight loads, vehicle size and destinations. As hundreds of thousands of new trucks begin moving the world's freight during the next few years, it's crucial that fuel efficiency per ton of freight improve, says Roeth. "Increasing ton-miles per gallon delivers the best result," he explains. "Pickup trucks can get 20 miles per gallon, but we don't want 60 pickups hauling what one tractor-trailer can haul." Obviously maximizing loads, routes and destinations are key too. 6. Keeping up with change. Trucks move fast, but it seems that the changes and implementations and improvements are going even faster. "In 20 years, the government has issued five versions of pollutant emission standards," says Roeth. Scrubbing systems and other equipment required under those regulations tend to add weight to trucks.In general, trucks are getting heavier. "But the overall weight limit hasn't changed," Roeth notes. Trucks need to be able to haul more weight using smaller engines and fuel tanks. Continued on page 47
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September 2015 | The Trucking Network | 33
Bollywood gossip
sIkual iPlm `c kMm krnf sMXog dI gwl : ÈrDf bflIvuwz dI adfkfrf ÈrDf kpUr df kihxf hY ik sIkual iPlm `c kMm krnf sMXog dI gwl hY. ÈrDf kpUr ny `afÈkI-2` aqy `ey[ bI[ sI[ zI-2` vrgIafˆ sIkual iPlmfˆ kIqIafˆ hn aqy hux Auh `rfkafn` dy sIkual `rfkafn-2` `c kMm kr rhI hY. ÈrDf kpUr sIkual iPlmfˆ dI rfxI bxdI jf rhI hY pr ÈrDf kpUr df kihxf hY ik Auh sPl iPlmfˆ dy sIkual `c kMm krn df PYslf jfxbuwJ ky nhIˆ lYd ˆ I blik Auh isrP iPlm dI cMgI khfxI aqy afpxy ikrdfr `qy iDafn idMdI hY. ÈrDf kpUr ny ikhf, hfˆ, ieh swc hY ik myrIafˆ iqMn iPlmfˆ sIkual hn pr ieh isrP iek sMXog hY.
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September 2015 | The Trucking Network | 35
Entertainment
pfik aiBnyqrI ny iPlm `PYˆtm` nUM kIqI spot qy iPr adfkfr sYP alI Kfn aqy adfkfrf kYtrInf kYP aiBnIq iPlm `PYˆtm` nUM lY ky pfiksqfn `c ivvfd kfPI vwD igaf hY. pfiksqfn `c srkfr ny iPlm `qy bYn lgf rwiKaf hY. ies dOrfn aiBnyqrI aqy mfzl Saif ali Khan, Katrina Kaif, Phantom, Marwa hocken ny tvIt kIqf hY ik pfiksqfn `c `PYˆtm` idKfeI jfxI cfhIdI. ies tvIt `qy AunHfˆ df Ëbrdsq ivroD ho irhf hY. rfm gopfl vrmf `qy 10 lwK df Ëurmfnf pfiksqfn `c dyÈBgqI dIafˆ keI iPlmfˆ kr cuwky Èfn Èfihd ny adfkfrf mfrvf dy iKlfP afnlfeIn muihMm CyV idwqI hY. AunHfˆ dI mMg hY ik pfiksqfn `c mfrvf `qy bYn lgf idwqf jfvy. mfrvf ny hfl hI `c iqMn bflIvuw z iPlmfˆ sfeIn kIqIafˆ hn aqy Auh ÈUitMg dy islisly `c Bfrq vI afeI sI. AunHfˆ ny afpxy qfËf tvIt `c iliKaf hY ik `PYˆtm` iPlm awqvfd dy iKlfP hY. awqvfd iksy dyÈ df nhIˆ ho skdf hY. awqvfdI awqvfdI hY. slmfn ny ieMnIafˆ sfrIafˆ BYxfˆ nfl leI sYlPI, dyKo rfKI dIafˆ hor qsvIrfˆ ies qoˆ bfad AunHfˆ ny iqMn tvIt hor kIqf. iliKaf `PYˆtm` aYˆtI tyrIrIËm hY qfˆ hfˆ mYˆ vI aYˆtI tyrIrIËm hfˆ. koeI Prk nhIˆ pYˆdf ik mYˆ iks dyÈ dI nfgirk hfˆ. mYˆ iensfnIaq aqy ipafr df smrQn krdI hfˆ. pqf hovy `PYˆtm` iPlm `c muMbeI awqvfdI hmilafˆ df mfstrmfeIz hfiPË seId nUM idKfieaf igaf hY jo pfiksqfn `c KuwlHf GuMm irhf hY. Bfrq df iek dl afpRyÈn ÈurU krdf hY aqy pfiksqfn `c dfKl ho ky seId nUM PV lYˆdf hY.
ibg bOs `c hOtnYws df qVkf lgfeygI mwKx mlfeI vrgI kuVI, aYˆtrI qYa! ibg bOs sIËn-9 ÈurU hox vflf hY aqy hmyÈf dy vfˆg ies vfr vI ies ivc Èfml hox vfly pRqIBfgIafˆ bfry pihlfˆ qoˆ jfxn dI Auqsukqf lokfˆ ivc pYdf ho rhI hY. ies drimafn Kbrfˆ af rhIafˆ hn ik ies vfr mwKx-mlfeI vrgI kuVI mMdnf krImI ibg bOs dy ies sIËn ivc afpxI hOtnYws df qVkf lgfeygI. mMinaf jf irhf hY ik Èoa ivc Èfml hox vfilafˆ ivc mMdnf krImI df nfˆ lgBg knPrm ho cuwkf hY. ieh hOt kuVI bflIvuwz ivc afpxI bolznYws krky mÈhUr hY. awj-kwlH Aus dIafˆ iPlmfˆ `Bfg jfnI` aqy `ikaf kUl hY hm-3` afAux qoˆ pihlfˆ hI crcf ivc af geIafˆ hn. `Bfg jfnI` dy tRylr ivc kunfl KymU nfl mMdnf ny kfPI bolz sIn dy ky ibwg bOs ivc afpxI Qfˆ pwkI kr leI hY. dUjy pfsy `ikaf kUl hY hm-3` ivc Auh quÈfr kpUr nfl kMm rhI hY. iPlm qoˆ iËafdf dohfˆ dIafˆ krIbIafˆ vI crcf df ivÈf bxIafˆ hoeIafˆ hn.
sMjy dwq afrms aYkt mfmlf `c afieaf nvfˆ moV! bflIvuwz adfkfr sMjy dwq dy nfl afrms aYkt `c iek nvfˆ moV sfhmxy afieaf hY. aYkt dy aDIn sËf pey gey XUsuP mohisn nunvflf ny suprIm kort df ruwK kIqf hY. XUsuP ny suprIm kort `c iek irport PfeIl kIqI hY ijs muqfbk XUsuP ny jo hiQafr afpxy Gr rwKy sn Auh symI aftomYitk sI jdik sËf Aus nUM aftomYitk hiQafr rwKx dy aDIn idwqI geI hY. dwisaf jfˆdf hY ik kfnUMn muqfbk aftomYitk hiQafr rwKx dy mfmly `c 5 sfl dI sËf imlI hY AuDr sYmI aftomYitk hiQafr rwKx dI sËf 3 sfl hY. kort nvyˆ qwQ nUM dyK ky hYrfn rih geI aqy mfmly dI jfˆc `c juwt geI hY. kort ny jfˆckrqf XUsuP nUM ptIÈn drj krn leI ikhf hY. vrxnXog hY ik kort ny sMjy dwq dI iPr qoˆ www.thetruckingnetwork.ca
ivcfr krn df ptIÈn rwd kr idwqI sI. aijhy `c jykr XUsuP nUM kort qoˆ rfhq imldI hY qfˆ sMjy dwq iPr qoˆ bfhr af skdy hn. September 2015 | The Trucking Network | 37
Entertainment
bfks afiPs `qy sPl rhygI `PYˆtm`: sYP
slmfn Kfn dI iPlm `bjrMgI BfeIjfn` dI sPlqf qoˆ KuÈ sYP alI Kfn ny kmfeI dy ilhfË nfl `PYˆtm` dy sPl hox dI afs pRgtfeI hY. bflIvuwz aiBnyqf ny `PYˆtm` nUM afm iPlmfˆ dI ÈRyxI qoˆ vwK dwisaf. AunHfˆ ny ikhf, `sPl iPlm dy bfad qusIˆ jo krnf cfho kr skdy ho. `lv awj kwlH` dI sPlqf dy bfad mYˆ vI cfˆs ilaf aqy `eyjMt ivnod` bxfeI, pr Auh nhIˆ cwlI. `iek sI tfeIgr` dy bfad kbIr Kfn ny cfˆs ilaf aqy `PYˆtm` qy `bjrMgI BfeIjfn` bxfeI. asIˆ ies dI sPlqf dI AumId kr skdy hfˆ. `PYˆtm` ny jy `bjrMgI BfeIjfn` dI qulnf `c iek iqhfeI vI ibËnYs kIqf qfˆ gjb hovygf.`
38 | The Trucking Network | September 2015
`vYlkm bYk` ivc survIn dy jlvy `hyt storI-2’ vrgI bolz iPlm krn dy bfad survIn dy Kfqy ivwc isrP iewk iPlm `pfrcz` hY. iPlmfˆ ivwc afAux qoˆ pihlfˆ survIn `khIˆ qo hogf` nfm dy Èoa aqy zfˆs iraYltI Èoa `eyk iKlfrI eyk hsInf` ivwc ieMzIan ikRktr aYs sRIsMQ dy nfl mMc `qy jlvy ibKyr cuwkI hY. `kfmyzI srks ky suprstfrs` ivwc hositMg dy rfhIˆ survIn ny nvIˆ pCfx bxfeI. bflIvuwz ivwc kdm rwKx qoˆ pihlfˆ survIn sfAUQ aqy pMjfbI iPlmfˆ ivwc nfm kmf cuwkI hY. iPlm `ikReycr-3zI` dy gIq `sfvn brsf dynf qU` ivwc survIn dIafˆ adfvfˆ dy sfry dIvfny ho gey.
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News
AuˆtyrIE ivc nvyˆ roz inXm lfgU :izstrYkitz zrfivMg leI Gwto Gwt Ëurmfnf 490 zflr torfˆto: torfˆto zrfvrfˆ leI 1 sqMbr qoˆ hfeIvya dy inXmfˆ ivc Pyr bdl kIqf igaf hY. nvyˆ knUMnfˆ anusfr ivcilq ZMg nfl gwzI clfAux vfilafˆ nfl sÉqI nfl pyÈ afieaf jfvygf. ienHfˆ knUMnfˆ nfl sfeIkl svfrfˆ aqy toa trwk zrfeIvrfˆ nUM suriKaq rwKx ivc vI mdd imlygI. sMn 2009 qoˆ hux qwk 500 lok sVk hfdisafˆ ivc jfn gvf cuwky hn ijnHfˆ ivc zrfeIvr df avyslfpx ienHfˆ hfdisaf df muwK kfrx rhy hn. gwzI clfAuˆidafˆ tYlIPon qy sunyhf ilKxf jfˆ Pon nUM dyKxf hI ivcilq zrfeIivMg nhIˆ blik ijvyˆ bwicafˆ nfl ipClI sIt qy CyV CfV krnI jfˆ stIrIE dI vrqoˆ vI izstrYitz zrfeIivMg ivc afAuˆdy hn. izstrYkitz zrfivMg vfilafˆ leI hux jurmfnf 490 zflr hovygf aqy ies nfl 3 izmYirt puafieMt idqy jfxgy. ies kys ivc vwD qoˆ vwD Ëurmfnf 1,000 zflr ho skdf hY jdik pihlf ies ivc Gwto Gwt Ëurmfnf 280 zflr sI. sVk qy sfeIkl svfr nUM twkr mfrn vfilafˆ jfˆ glq ZMg nfl kfr df zor Kolx vfilafˆ, ijs nfl sfeIkl svfr nUM koeI nuksfn phuMcy, nUM Gwto Gwt 365 zflr df Ëurmfnf kIqf jfvygf aqy ies nfl 3 izmYirt puafieMt vI imlxgy. ies qoˆ pihlfˆ ies Ëurmfnf 60 qoˆ 500 zflr dy drimafn sI.
sfeIkl svfrfˆ koloˆ gwzI kwZx vfilafˆ nUM Gwto Gwt 1 mItr df Pfslf rwKxf jrUrI hY. ies dI AulMGxf qy 180 zflr df Ëurmfnf ho skdf hY aqy do izmYirt puafieMt idqy jf skdy sn. sfeIkl svfrfˆ dy sfeIkl qy lfeIt aqy irPlYktr lwgy hoxy jrUrI hn. ienHfˆ dI vrqoˆ nf kIqy jfx qy
Ëurmfnf 110 zflr kr idqf igaf hY jo ik pihlfˆ 20 zflr huMdf sI. hfeIvya jfˆ sVkfˆ Auwqy amrjYˆsI vfhnfˆ koloˆ lMGx vkq gwzIafˆ hOlI krnf aqy AunHfˆ nUM bxdf Qfˆ muhweIafˆ krvfAuxf jrUrI hovygf. ies dI pflxf nf krn vfilaf leI 490 zflr df Ëurmfnf inÈicq kIqf igaf hY.
suprIm kort dy muqfbk iksfn ikÈqfˆ vI idMdY qy ËmIn vI guaf lYˆdf ey
dIipkf nfl kMm krnf cfhuMdy hn sRIrfm
nvIˆ idwlI: suprIm kort ny kwlH ieQy iksfnfˆ dI afqm hwiqaf `qy icMqf pRgt krdy hoey ikhf ik ieh bVf gMBIr mfmlf hY. iksfn bYˆk dI ikÈq vI dy idMdy hn qy AunHfˆ dI ËmIn vI vyc idwqI jfˆdI hY. ies siQqI ivwc iksfn pYsy qy ËmIn dovyˆ guaf idMdy hn. kort dy hwk ivwc PYslf idMdy hoey kIqI. afpxI cfr eykV ËmIn vfps idvfAux dI mMg leI suprIm kort gey iksfn df kihxf sI ik Aus
ny koafpryitv bYˆk qoˆ 1980 ivwc 17000 rupey krËf ilaf sI. Aus ny 9000 rupey vfps kr idwqy, ies ipwCoˆ srkfr ny ieh hu k m kw i Zaf, ijs ivwc ivafj muafPI dI gwl khI. srkfr ny ikhf ik krËdfr nUM isrP mUl Dn hI vfps krnf pvygf. ies hukm qoˆ bfad 1983 ivwc Aus ny bfkI df pYsf vI adf kr idwqf, pr koafpryitv bYˆk ny 1985 ivwc Aus dI cfr eykV ËmIn vyc idwqI. ies siQqI `qy icMqf pRgtfAuˆdy hoey kort ny ikhf ik iksfn bYˆk dI ikÈq vI dy idMdf hY qy Aus dI ËmIn vI vyc idwqI jfˆdI hY. ies qrHfˆ Auh pYsf aqy ËmIn dovyˆ guaf idMdf hY. ies kys ivwc hyTlI adflq ny iksfn dy hwk `c PYslf idwqf. hfeI kort ny PYslf idwqf sI. www.thetruckingnetwork.ca
dIipkf
pfdukox iPlm inrmfxf sRIrfm rfGvn dI aglI iPlm ivwc ids skdI hY.
rfGvn asl ivwc ivkfs svrUp dI ikqfb `d aYksIzyˆtl apRYˆits` `qy iPlm bxfAux dI soc rhy hn. AunHfˆ ny dwisaf ik ies pRojYkt `c Auh dIipkf nUM Èfml krnf cfhuMdy hn. rfGvn ny ikhf, `mYˆ ajy dIipkf df nfm qYa nhIˆ kIqf, pr sfnUM Aus dy nfl kMm krky cMgf lwgygf. mYˆ Aus nfl mulfkfq krky Aus nUM isrP ies ivcfr qoˆ jfxU krvfieaf hY. Auh pRiqBfvfn aiBnyqrI hY aqy asIˆ AunHfˆ nfl kMm krnf cfhuMdy hfˆ. sikRpt df kMm pUrf hox qwk kfistMg dy bfry gwl nhIˆ kIqI jf skdI.` ieh puwCy jfx `qy ik dIipkf nUM AunHfˆ dy afeIzIafË psMd afey jfˆ nhIˆ, rfGvn ny dwisaf ik aiBnyqrI ies qoˆ jfxU hY. AunHfˆ ny ikqfb vI pVH rwKI hY, pr iPlmfˆ vwK huMdIafˆ hn. September July 2014 2015 | The Trucking Network | 39 41
Informative
Team Leadership & Management
W
TTN Writer
hen a team is working well together, it can feel like magic. We’ve all experienced it, either as a team member or team leader. An important leadership competency for any size organization, the ability to build and lead high performing teams is especially critical in small-to-midsize businesses. Here, people must work closely together, wear different hats and work effectively across the organization to get tasks accomplished quickly enough to remain competitive. In order to understand the competencies needed to build and lead high performance teams, it is helpful to first define a team. Here is a simple but effective description from The Wisdom of Teams (Harvard Business School Press, 1993.) “A team is a small number of people with complementary skills who are committed to a common purpose, performance goals, and approach for which they hold themselves mutually accountable.” 40 | The Trucking Network | September 2015
Using this definition, we can outline three important competencies for the effective team builder and leader. • Promoting understanding of why a group of people need to be a team. The team needs to understand its shared goals and what each team member brings to the team that is relevant and crucial to its overall successes. • Ensuring the team has adequate knowledge to accomplish its task. This includes information relevant to the team’s goals and individual job competencies. • Facilitating effective interaction in such as way as to ensure good problem solving, decision making and coordination of effort. To better understand how these competencies create effective teams, let’s review some characteristics of highly effective teams. Understands the big picture: In an effective team, each team member understands the context of the team’s work to the greatest degree possible. That includes understanding the relevance of
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Women In Trucking his or her job and how it impacts the effectiveness of others and the overall team effort. Understanding the big picture promotes collaboration, increases commitment and improves quality. Has common goals: Effective teams have agreed-upon goals that are simple, measurable and clearly relevant to the team’s task. Each goal includes key measurable metrics KPI’s, which can be used to determine the team effectiveness and improvement. Understanding and working toward these common goals as a unit is crucial to the team’s effectiveness. Works collaboratively: In an effective team you’ll notice a penchant for collaboration and a keen awareness of interdependency. Collaboration and a solid sense of interdependency in a team will defuse blaming behavior and stimulate opportunities for learning and improvement. Without this sense of interdependency in responsibility and reward, blaming behaviors can occur which will quickly erode team effectiveness. The Roles of the Effective Team Leader Keeping in mind the end goal to empower this level of joint effort and interdependency, the team leader must give the vital bolster and structure for the group, beginning with assembling the right individuals. Colleagues ought to be chosen and their undertakings doled out in light of their normal abilities. Not every individual is fit for doing each occupation. The group should likewise have the assets and preparing needed to add to the aptitudes expected to carry out their employments. This incorporates broadly educating. Broadly educating gives colleagues a more prominent familiarity with how their occupations are associated, expanding the group’s adaptability and enhancing reaction time. The nature of the group’s reaction is exceedingly subject to the convenience of the input got from the group’s pioneer, other colleagues and clients. Getting convenient criticism is urgent to the viability of the group. The powerful team leader guarantees that criticism achieves the whole group on its objectives and measurements, and in addition input to every individual colleague. This criticism must be gotten so as to make alterations and remedies. Regularly, input is gotten past the point where it is possible to have any functional worth in the occasion, and hence, it feels like feedback. While it may be valuable for future arranging, it doesn’t advance quick revisions in execution. Input is a type of constructive correspondence, another impor-
tant instrument in the compelling team leader’s device midsection. Regardless of how conventional or imaginative the work outline, steady and useful communication all through the group is fundamental. The demonstration of helpful communication can accomplish more than whatever else to enhance quality and productivity. Timely and fittingly conveyed criticism can have the effect between a group that shrouds slip-ups and a group that sees botches as circumstances. At the point when a group perspectives botches as open doors for enhancing the group’s procedure and results, it’s a sign that the team leader has effectively made a situation that advances critical thinking. Individuals are issue solvers by nature. When they are permitted to make their own answers (as opposed to having master arrangements forced upon them) colleagues are more proactive and locked in. Groups likewise have more noteworthy responsibility for they find for themselves. Making a situation that advances critical thinking is a piece of making a viable group structure. Poor group structure can really make negative, ineffectual practices in people and block correspondence. The obligation regarding poor execution is generally an element of the group structure as opposed to individual inadequacy; yet, it is people who are sent to HR or preparing projects for settling. On the off chance that colleagues feel like they are hollowed against each other to go after prizes and acknowledgment, they will withhold data that may be valuable to the more prominent group. At the point when a group has issues, the powerful team leader will concentrate on the group’s structure before concentrating on people. Keep in mind a “willingness” to participate collaboratively as a team member does not guarantee the desired outcome. People thrown into a collaborative situation, especially those without experience operating in this mode, need assistance to guarantee success. Managers who are skeptical of team participation to begin with often throw their people into an unplanned, unstructured decision-making process, responding with “I told you so” as they watch their team flounder. By contrast, managers who focus on promoting good understanding, ensuring adequate knowledge and facilitating effective interaction, will watch the transformation of their job from one that required constant supervision, fire-fighting, and oversight, to one that allows the leader to focus on serving the needs of the team and each individual team member.
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September 2015 2015 | The Trucking Network | 41
Informative
Ergonomic issue – Impacts Long Haul Truck Driving
A
TTN Writer
re you a long haul truck driver who wants to prevent or reduce aches and pains in your lower back, legs, arms, neck and shoulders? Long haul truck driving is demanding on the body and can result in increased fatigue not only mentally, but physically. The purpose of the ErgoTips article is to help you perform your job more efficiently by reducing or eliminating injury and pain from your day to day life. Ergonomic issue Prolonged sitting When sitting your pelvis rotates 42 | The Trucking Network | September 2015
and flattens the natural curve in your lower back resulting in increased pressure on your spine. The longer you drive the more fatigued and weaker your muscles get as they try to maintain a sitting position while operating the truck. Consider the following: n Within reason, shift positions and this will give a much needed rest for some of the muscles being used. n Keep your back pant pockets free of thick items such as wallets as they will change the tilt of your pelvis and put more strain on the musculoskeletal system. Adjust the seat and steering wheel www.thetruckingnetwork.ca
so that: n Your feet can reach the pedals without lifting your back off the seat. n The back of the seat reclines slightly back from upright. n The natural curve in your lower back is supported. Reduce the pressure on your spine by using the lumbar support in the driver’s seat or secure something for external support such as a rolled up towel tied to the seat. n About every 30 minutes, make slight adjustments to the seat. Take a break to get out of the truck to stand, stretch, and walk to help circulate the blood in your legs and give a much needed rest to the muscles
Informative needed to sit. It only takes 5 minutes every hour. Vibration when driving Vibration is not always felt and it causes your muscles to frequently contract and relax increasing the level of fatigue. The spinal discs are more susceptible to injury when exposed to prolonged vibration. Consider the following: n Reduce the amount of vibration by properly maintaining your truck and by reducing the transfer of vibration from the truck to the seat. Ensure: n Shocks and springs are in good condition. n Tires are in good condition and properly inflated. n Seat is in good condition. n Seat suspension works properly. n Padding in seat is not too worn or compressed n Seat adjustment controls work properly. Vibration at levels experienced during truck driving can contribute to mental fatigue and induce sleep during prolonged exposure. Take a break if you are feeling overly fatigued and sleepy Within reason, reduce your driving speed to reduce vibration. Lifting immediately after prolonged driving Immediately after a long drive many of your muscles are fatigued, tendons/ ligaments are stretched, and your spinal discs are more vulnerable to injury. Consider the following: n Avoid any physically demanding task such as lifting immediately after a long drive. Before performing a task such as unloading a trailer, take a couple of minutes to stand, stretch and walk. This will allow for some recovery time for the musculoskeletal system. n Pay attention to signs and symptoms n Pay attention to signs and symptoms as they can be a warning of a potential injury. Make adjustments to compensate for the signs and symp-
toms you feel. If needed pull over and take a rest break. Common signs and symptoms may include: Ache or soreness in your back: commonly caused by highly fatigued muscles. Cramping or aching in your legs: can be caused by poor circulation or pooling of blood in legs from sustained positions. Overall feeling of fatigue (men-
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tal and physical): overworked muscles will contribute to the feeling of fatigue. In conclusion for the driver, vehicle, and people on the road safety it is very important for Truck Drivers to acknowledge any Ergonomic health issues and address if the tips and tricks explained in this article. Of course regular assessment from a medical expert is highly recommended.
September 2015 | The Trucking Network | 43
Informative
Mountain Driving 101 What is a brake check? And what do I do when I see one?
By Daryl Sanderson
44 | The Trucking Network | September 2015
T
he sign says "Trucks, Stop Here, Check Brakes, Steep Hill Ahead." ask almost anyone and they would likely tell you that this sign only applies to heavy commercial trucks equipped with air brakes. This is not the case however, the sign applies to all trucks with a licensed Gross Vehicle Weight (GVW) of more than 5,500 kg. Regardless of brake system type. It could include everything from a truck tractor to a pickup pulling an RV.
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Informative Steps First of all, show some respect and consideration for both the posted exit speed at the brake check area and the other drivers who may be outside their vehicles performing their brake inspections. Don’t race through the brake check area to the far end and scratch a line in your logbook and leave without actually performing the required checks. Your life and someone else’s may depend on it. 1. Start by coming safely to a complete stop in the brake check area and setting your parking brake. Turn offthe ignition. 2. Begin at the front of the truck and walk around the entire vehicle listening for escaping air from your system. Escaping air could be something as simple as a glad-hand that is just not quite sealing properly, or there could be a defective diaphragm on one of the maxi’s, an airline that has been damaged and now has a hole in it from rubbing on the deck, or a hole in an air tank and so on... Be thorough. Many trucks are now equipped with indicators that show properly adjusted slacks, making determining whether or not the brakes are adjusted relatively easy. 3. Once you have determined there are no audible air leaks, flat tires or other defects that might prevent a safe descent down the mountain re-enter your vehicle and complete the brake check. 4. Push your buttons in and make a full 100 lb or 690 kPa brake application and hold it a minute or so. There should not be any significant air loss on your gauge(s) after the initial drop from the brake application. 5. Next pump the pedal down several times or as many as it takes until the low air buzzer comes on. Most trucks have an audible, (buzzer) and a visual indicator (light) that will activate at 60 psi/414 kPa. lf there are no audible or visual indications at 55 psi the braking system is defective and must be repaired. 6. Keep pumping the brakes until the buttons “pop” and apply the spring brakes fully. This should happen between 20-45 psi or 138-311 kPa. 7. Build the air back up to 80 psi or 552 kPa. The truck should build air back
to around 120-135 psi within 2 minutes from 80 psi. lf it does not this is a strong indicator there could be a problem with the compressor or another critical component. 8. Before leaving the brake check area draw a line in your daily log. You do not need to log 15 minutes however you must “flag” your stop. 9. Descend the mountain at a speed that allows you to bring the vehicle to a complete stop no matter how steep the hill. lf you can’t control your descent you will more than likely end up in one of the runaway truck ramps a statistic. 10. ln a truck equipped with a manual transmission, pick the right Bear, turn on the engine brake or “jake” and the engine fan and sit back. lf you find the truck is travelling at a rate that requires excessive braking to maintain the gear you are in during your descent, brake and downshift. lt’s ok to use the brakes on your descent, however if you make it to the bottom and the smoke and heat is billowing off your brakes and you are still upright and have not caused a crash, consider doing things differently on the next hill. lt is far easier to start in the right gear at the right speed at the top than to suddenly brake and downshift as the grade of the hill increases when leaving the brake check. 11. Don’t leave the brake check area if your truck fails the brake check.
Brakine on a Hill There is and always has been differences of opinion and some controversy on how to apply the brakes on a steep hill. Some operators prefer a steady even application while others like to take a more aggressive tactic and make strong, short applications that decelerwww.thetruckingnetwork.ca
ate the truck a little more quickly. ln either case an operator must pay close attention to the engine RPM. Never let the truck accelerate to the point where you cannot make a brake application to slow your descent. lt is very difficult to up-shift or downshift when the engine is over-rewing and you may not be able to get the truck back into gear before you have a runaway truck under you. ln the event of a runaway truck don’t panic and don’t jump out. At the brake check there is a sign that shows the locations of the runaway ramps during descent. Pay close attention and if your brakes have “faded” or you can’t get the truck in gear take the runaway lane. Don’t try to ride it out. There might be a crash at the bottom of the hill from the guy at the top who blasted into or past the brake check and just drew a line without checking his air system and brakes and, if you are not in control of your vehicle you’re going to pile into the mess too. The spring brakes will begin to automatically apply at 60 psi or 474 kPa if you “lose your air.” When this happens, if you cannot bring the truck under control, they will keep applying until the buttons pop. lf you have not paid attention the brakes may have been steadily applying for some time and will almost certainly have heated up. lf possible get the truck stopped and correct the air system defect or problem before resuming driving. lf this is not possible don’t panic look for the next runaway lane and hang on tight. Turn the music down and pay attention to the dash in case the audible warning has failed. lf you are paying attention to the engine speed (RPM) you will see the visualwarning light when it comes on should there be a problem. Continued on page 47 September 2015 | The Trucking Network | 45
Continuations
Smart Trucking Means Saving Fuel Continued from page 33 7. Aerodynamics. Smart Truck Aerodynamics are the number one way to improve fuel economy after driver training programs and speed and route monitoring. Goodyear says it best when they talk about the affect of Aerodynamics on Truck Fuel Economy. “Aerodynamics And Speed, a vehicle’s aerodynamics and its traveling speed have an extremely large effect on how much fuel is consumed. The force created by the aerodynamic drag of a vehicle goes up exponentially with the speed of the vehicle. Tire rolling resistance increases with speed, but tires are a proportionally smaller percentage of the total drag on a vehicle as the speed increases.” This said, there are a very large number of Aerodynamic Devices for truck. All sorts of trailer skirts, tractor fairings, aero mud flaps and tails for trailers, not to mention devices that change the airflow and movement around the gap and rear of the trailer by creating spinning vortices, these products like Airtabs can reduce fuel consumption by 4% or more at minimal cost. All these products are designed to reduce drag and improve fuel economy. The numbers can easily reach up to 10% savings with the right combinations of devices. The smart truck, the smart technology and the smart programs when used together can make a big difference. Aerodynamics is one of the key areas in which you can save fuel. How to choose is best done by assessing ROI, return on investment. Spend first on aerodynamics that give the quickest return on investment. A no brainer, right? 8. Tire Technology. To quote Goodyear on the fuel saving importance of tires. “Your tires play an important role in the overall fuel economy of your truck. Newer fuel-efficient tires help reduce rolling resistance, especially in the trail positions. Since research shows that the tread contributes to over half a tire’s rolling resistance, fuel efficiency gains can be obtained from the tread depth, design and compound. Plus, as your tires wear, fuel economy slightly increases. But one of the easiest factors you can do to save money is to make sure
your tires are properly inflated. That’s because fuel economy falls off sharply the more your tires are under-inflated. These tips also help save: • Check your tires frequently for proper tire inflation. Many companies offer tire inflation systems that maintain proper tire pressure while driving. These systems tend to pay for themselves within 6-12 months. • Check your wheel alignment. You can improve your fuel economy by reducing tire “scrub” from improperly aligned wheels. • Use low-profile tires and aluminum wheels to reduce weight. 9. Smart Route Management. Traveling to new destinations can often lead to extra time spent on unfamiliar roads. It is estimated that out-of-route miles account for 3-10% of a driver’s total mileage each year. And that can add up to thousands of dollars needlessly spent on fuel. Consider the following: • Invest in navigation equipment to ensure the most efficient route. • Verify the address and inquire about new road construction or delays. 10. Smart Maintenance Practice. Schedule maintenance and regular oil changes are basic to smart business practice. A well maintained truck and trailer are always going to outlast and outperform a similar one that is running poorly, out of tune and past its’ maintenance schedule. It’s just plain common sense and smart operating to optimize the operating efficiency of you truck(s). These are just but a few key areas to concentrate on saving fuel and improving profits and your bottom line. The word “smart” is described in the dictionary as knowledgeable, witty, clever. This can be applied to management, technology and design. Being smart and using smart design and technology and that which is readily available in the marketplace can potentially save you 10 or even 20% of your fuel costs. That can be the difference between profit and loss. www.thetruckingnetwork.ca
You may be a social media junkie if… Continued from page 25 I guess my mother was right again, she always reminded me that “a little bit too much of a good thing can actually be bad for you.” Don’t get me wrong, social media is definitely a great way to communicate and it’s going be the way we keep in touch with family & friends and definitely still a big part of how we all do business. If, however, you’re finding that you’re letting some of the “rocks” in your life slip, take a step back, put some of those time consuming (13 point word) scrabble games on hold and get back to doing what really matters most.
Mountain Driving 101 Continued from page 45 There are several reasons why you might suddenly find yourself in a situation where the air pressure steadily or suddenly drops. There could be an air system defect such as a component part that has suddenly failed. The supply line may have come off due to a loose glad-hand. Debris on the road may have punctured an air tank or damaged an airline. Any number of reason can cause a sudden loss of air pressure. The best way to ensure the integrity of the air system is preventive maintenance and rigorous and thorough inspection of the system itself by both the mechanics that maintain the truck and a prudent operator. Don’t wait until you’re travelling down the road and there is a problem before performing the required maintenance on your air system. Regularly drain the water off the tanks. Fill the alcohol evaporator (sniffer) in the fall. Change the cartridge in the air dryer or the air dryer itself when necessary. On high, mountain passes there may be significant weather changes from the point where you start your climb to the top and the summit. September 2015 | The Trucking Network | 47
Informative
HIGHWAYS, WILDLIFE & SAFETY: Make Room For Moose
A
TTN Writer
s leaves turn and the airs go crisp, truckers won’t be the only travelers occupying Canadian highways more frequently as autumn takes over. The scenic spans of rustic highways that attract and captivate travelers hold a very similar magnetism among Canada’s larger native wildlife - in particularly, moose. The large, majestic mammals gravitate toward roadsides feed on vegetation and seek refuge from the windy right-of-ways’ swarms of flies. They tend to choose the same roadways cleared of deep winter snow that truckers often plot their routes around and choose certain crossings to move from one habitat to another. Remember, a sign reading “Caution, Moose Next 11 Kilometers” or some similar warning indicates a stretch of highway where moose have been known to cross especially often. A commercial truck may be one of the very few vehicles regularly patrolling the roadways that actually outmatches a full-grown bull moose in sheer size, but a collision can still prove an incredibly dangerous 48 | The Trucking Network | September 2015
thing. Know the risks and how to best avoid Bullwinkle giving your rig’s grille a most violent greeting. • MIND THE SIGNS Forested areas and nearby waterways on either side of the road are prime elements for a prolific moose or deer crossing. During the rutting (mating) and coinciding hunting seasons, moose can become even more active than usual crossing roads strategically to reach new habitats for feeding, mating, and shelter. When you see the signs of ideal moose habitat around you, this is an ideal time to reduce speed to around 90kph/55mph and increase stopping distance. This goes double after dark, as moose become increasingly difficult to spot at night due to their dark-brown coloration. Be mindful of roadsides as far ahead as possible and be prepared to stop if you should spot either a moose standing in the road or a car stopped along the road that may be waiting out an animal’s departure. Remember, moose can be prone to unpredictable agitation or darting suddenly into the road at a moment’s inkling. www.thetruckingnetwork.ca
• EYES AHEAD We trust that you are all conscientious operators who shun all distractions at all times, but a few cautions bear repeating where it concerns these massive animals. Don’t let your attention wander when driving through prime moose habitat, but again, be especially aware at night. Accidents occur most frequently on straight sections of road during clear evenings. After all, aren’t you always more alert when dodgy conditions and curvy roads impose a need for extra mindfulness? Before you embark, remember that the sooner you can spot a moose, the more safely you can react and avoid hitting it. That begins with maintaining a clear windshield and headlights. Whenever you stop, make sure to clean up before you return to the road. Speak of headlights, keep high beams on at all times. When approaching or overtaking traffic, that’s the time to dial them off. Finally, an obvious-but-important tidbit: always wear your seatbelt. No exceptions. Ever.
Informative
MICHELIN® DEFENDER™ LTX™ M/S Delivers Strong, Long-Lasting Tire for Light Trucks and SUVs Tire features EverTread™ compound designed to meet the demands of today’s hard-working vehicles
M
ichelin announced today that it is extending the wellknown DEFENDER™ promise of outstanding durable tread life to light trucks, SUVs and crossovers with the launch of the all-newMICHELIN® DEFENDER™ LTX™ M/S™ with EverTread™ compound. EverTread uses a stronger, advanced tread compound that holds up in tougher conditions longer[1] and helps deliver improved gravel wear, all-season[2]confidence and better fuel efficiency. An evolution of the long-time consumer favorite, the MICHELIN LTX™ M/S™2, the DEFENDER LTX M/S with EverTread combines durable tread life and all-season[3] traction superiority in a single tire that is designed to better meet the higher-torque demands of modern vehicles. Most light and heavy duty trucks produce twice as much torque as they did 20 years ago and some models produce nearly three times more torque. With the EverTread compound, the DEFENDER LTX M/S tire lasts 10 percent longer in severe conditions than its predecessor.[4] “The MICHELIN DEFENDER LTX M/S was created to better address the size and power needs of today’s trucks and SUVs, giving drivers what they want – a combination of durability and longevity – without sacrificing safety and performance,” said Sylvaine Cuniberti, Marketing Director for Michelin North America (Canada) Inc. “As vehicles evolve, we must develop tires that match their powertrain performance,
resulting in a tire that is stronger and lasts longer, even in tough conditions.” DEFENDER LTX M/S tires are offered with an 80,000–115,000 km warranty. The DEFENDER LTX M/S will be available to consumers across Canada in 69 sizes ranging from 15-inch to 22-inch diameter rim sizes. The majority of the dimensions (44) will be available in 2015, of which 23 in September. Additional sizes will be phased in throughout 2015 and into 2016. MICHELIN™ DEFENDER™ LTX™ M/S with EverTread™ technology is produced in North America, including Canada. For more information on the DEFENDER LTX M/S, visit www.michelin.ca.
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About Michelin Michelin, the leading tire company, is dedicated to sustainably improving the mobility of goods and people by manufacturing, distributing and marketing tires for every type of vehicle. It also offers innovative business support services, digital mobility services and publishes travel guides, hotel and restaurant guides, maps and road atlases. Headquartered in Clermont-Ferrand, France, Michelin is present in 170 countries, has 112,300 employees and operates 68 production plants in 17 countries. The Group also has a Technology Center, responsible for research and development, with operations in Europe, North America and Asia. (www.michelin.ca).
September 2015 | The Trucking Network | 49
COMPANIES IN THIS ISSUE A ARNOLD BROS. TRANSPORT LTD.. PG 13 1-888-565-1798 ATLANTIS RADIATOR....................... PG 20 1-800-716-3081
B BURROWES INSURANCE BROKERS. PG 11 1-888-690-0010 BISON TRANSPORT ........................ PG 16 1.800.462.4766
C CELADON CANADA....................... PG 3 & 55 1-800-332-0518 CHALLENGER.................................... PG 6 1.800.334.5142 CLARKE ROAD TRANSPORT........... PG 10 1-866-360-7233 CASCADES TRANSPORT INC......... PG 17 819-363-5804 C.A.T INC........................................... PG 22 (888) 829-8666 EXT. 224
D DRIVE STAR.................................. PG 12 & 15 289.442.1137 DAY & ROSS FREIGHT..................... PG 20 1.855.872.7602 DRIVE LOGISTICS............................ PG 54 866.909.0903
50 | The Trucking Network | August 2015
F
Q
FREIGHTLINER.................................. PG 4
QUIKX TRANSPORTATION............................. PG 56 1-866-234-6167
G GORSKI BULK TRANSPORT............ PG 29 800.265.4838 X 255 GLASVAN GREAT DANE................... PG 38 1-888-GLASVAN
H HOLMES FREIGHT LINES INC......... PG 27 1 800 458 5688 HAIGHT CONSULTING GROUP........ PG 49 519-820-1632 HEALTHY FLEET............................... PG 53
J JBT TRANSPORT.............................. PG 46 866-774-9575
M MACKIE.................................................................PG 43 905.728.2400
N NATIONAL TRUCK LEAGUE..............PG23 1.800.265.6509 NEW MILLENIUM TIRE..................... PG 36 1 888.890.1888
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R ROBERT..............................................PG51 ROAD STAR TRUCKING....................PG52 905.878.7282 EXT 7
T TRANSX.............................................. PG 2 THE ROSEDALE GROUP...................PG14 1.855.721.3962 TTR TRANSPORT............................. PG 21 1800.672.6904