THIS AD FREE with 12 Month Contract (1/4 page or larger) Contact Barb at 877.225.2232 PUBLICATION AGREEMENT # 40806005 ISSUE www.woodwardpublishing.com SERVING QUÉBEC & THE MARITIMES see our ad on page 14 TRUCK PARTS THAT WORK AS HARD AS YOU DO See page 4 for Spotlight on feature.
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
This AD Freewith
12 Month Contract(1/4 page or larger)
Contact Barb at 877.225.2232
PuBliCation agreement #40806005
issue www.woodwardpublishing.com
S e r v i n g Q u é b e c & T h e M a r i T i M e S
For f ive s t ra ight months, economic indicators illustrate
positive trends for the trucking industry even in a slow economy, according to transportation forecast-ers. Even with this positive outlook, today’s economy continues to challenge even the strongest truck-ing companies. To help combat the “economy blues”, Navistar has pro-vided a solution for the truck and bus market. In February 2009, the com-pany launched its pri-vate label parts solution – PΛRTSMΛRT® - through the International® and IC Bus™ dealership net-work.PΛRTSMΛRT is an all
makes solution, backed by a one-year parts replace-ment warranty and built to International aftermarket quality standards. As Mi-chael Cancelliere, senior vice president and general manager for Navistar Parts in North America, stated, “PΛRTSMΛRT provides Navistar a great oppor-tunity to support our cus-tomers during these chal-lenging economic times when many customers are cutting back and pinching pennies. With this new parts line, Navistar enters a segment of the parts business in which we pre-viously have not been involved. It’s a necessity in today’s environment to of-fer cost effective products customers can use to hold down their operating ex-penses without sacrificing quality.”
All PrODUct brANDS
cOMPetItIvely PrIceD
PΛRTSMΛRT offers a wide range of products including mirrors, HVAC products, belts, hoses, hy-draulic brake components, lighting, rotating electrics, seals, maintenance, and much more. Since the launch in 2009, and based on customer demand, new products have been regu-
larly added to the line-up. PΛRTSMΛRT products are sourced through trusted suppliers and meet or ex-ceed industry standard test results. The PΛRTSMΛRT program to date has a warranty rate of less than 1%.PΛRTSMΛRT products
are competitively priced, giving cus-tomers eco-nomic relief and reducing operating costs when they need it most. The prod-ucts in the line fit all makes, all models of t rucks and buses and a re appro-priate for the parts buyer who values quality and is searching for an alternative parts choice to maximize uptime. For an Owner-Operator, whose truck is their liveli-hood, maintaining it is a key component of keeping their busi-ness running.
WhAt’S
hAPPeNING
WIth
PΛrtSMΛrt
Over the past 18 months, d e a l e r -ships across the US, Canada, and Mex-ico have welcomed the PΛRTSMΛRT product line into their businesses. Trad-itionally offering premium products, International dealerships now have an opportunity to provide additional cost-effective solutions to their custom-ers, without sacrificing quality. Many locations are celebrating the new product line and have made PΛRTSMΛRT a focus during customer events, such as dealership grand openings, anniversaries, and training seminars.
International dealerships
have also been finding new areas of growth and opportunity through the PΛRTSMΛRT brand. Out-side Sales Representatives are establishing new rela-tionships with customers who would have other-wise been unable to afford traditional OE products offered at Internation-al dealerships. “These
tough economic times can be humbling, even for a salesperson, when you are used to selling only premium parts”, said one Outside Sales Representa-tive. “PΛRTSMΛRT gave us a chance to step out of the box and realize that there are great quality parts out there, for less. I’ve met customers who could hardly upkeep their fleets before PΛRTSMΛRT, and now their business can keep on moving.”
According to Greg Baze, Bus Marketing Segment Manager for Navistar, the product lines available
and the IC Bus dealer’s ability to understand the bus customer has allowed the PΛRTSMΛRT brand to grow in the bus market, as well. Baze notes that at IC Bus dealerships, Outside Sales Representatives are taking the parts straight to their customers and carrying them into bus
garages all over their AORs. This approach has been well received and even practiced at trade shows. An Illinois-based IC Bus dealer has laid out PΛRTSMΛRT products at trade shows giving tech-nicians and directors a chance to touch and feel the quality of the parts. Top selling product lines for the bus market include brakes components, light-ing, wiper blades, belts, hoses, seals, and rotating electrics. “Having been the customer myself for a long time, the PΛRTSMΛRT products are in line with
what’s important for a typical bus maintenance manager,” says Baze.
GettING MOre
INFOrMAtION
The PΛRTSMΛRT brand targets both current cus-tomers and also calls upon those who shy away from OEM products. A prime target market is the owners of off-warranty
trucks and third or fourth owners. Navis-tar has been reaching
end customers through vari-ous med ia such as print, radio, tele-vision, and the Internet a n d c o n -
tinues to pro-mote through the
International and IC Bus dealer net-work. Promotions for PΛRTSMΛRT
p r o d u c t s are avai l -able through
Navistar’s marketing and sales program on
the myEDGE Virtual Parts Counter at
www.virtual-partscounter.com.
C u s t o m -e r s c a n easily view PΛRTSMΛRT p r o d u c t s available at
participating International and
IC Bus dealerships on www.partsmartparts.com. The website features the entire product line and is updated regularly with new products. A down-loadable parts catalogue is available with images, part numbers, industry part numbers, and de-scriptions. The site is also e-commerce enabled; however parts purchases are available to U.S. cus-tomers only at this time.
GIve US yOUr
FeeDbAcK!
The Navistar PΛRTSMΛRT team is dedicated to grow-
ing the brand and accom-modating customer needs. Requests for new products are always welcomed. The Navistar Product Teams work diligently with sup-pliers to ensure quality products that meet cus-tomer needs. Your feed-back is very important to the PΛRTSMΛRT team. Product questions and suggestions can be sent to [email protected].
The PΛRTSMΛRT brand is well-synchronized with the state of the economy and has proven to be an added value to the bot-tom line of businesses across numerous indus-tries. PΛRTSMΛRT parts are competitively priced and are sourced through trusted suppliers that ad-here to industry standard testing. Backed by a one-year parts replacement warranty, customers now have an alternative choice with this all makes solu-tion to cure the “economy blues”.AbOUt NAvIStAr PArtS
Navistar Parts, an oper-ating unit of Navistar, Inc. (NYSE: NAV), delivers the right part, at the right place, at the right time. With the largest dealer network in North Amer-ica, and extensive global locations, Navistar Parts supplies parts worldwide for International® and IC Bus™ brand vehicles and MaxxForce® brand diesel engines, as well as parts for all makes of medium- and heavy-duty trucks. With more than 700,000 parts, 10 global Parts Distribution Centers and 100 years of building a solid after-market parts supply chain, Navistar Parts keeps you up and running. Navis-tar Parts private labels include: International®, Fleetrite®, PΛRTSMΛRT® and ReNEWed® brands. Additional information on Navistar Parts can be found at www.navistar-parts.com.V
4 OctOber 2010
SPOtlIGht ON… NAvIStAr PΛrtSMΛrt
Navistar’s PΛRTSMΛRT® Brand is “Right on the Money”Do you have the “economy blues”?
Trends in the auto parts industry tend to follow the motor
vehicle industry. So it’s no surprise that with major shifts in the supply and de-mand of vehicles, there are similar upheavals in the auto parts sector. It used
to be that North American Original Equipment Manu-facturers (OEMs) took the lion’s share of the auto parts industry. In the wake of consumer obsession for lower prices and competi-tion from offshore suppli-ers, market share for these once uncontested giants continues to diminish.
In 2008 the demand for Original Equipment (OE) parts declined by 20 per-cent in just one year. This preceded a precipitous drop in 2009 with a further 34.3 percent slump. In fact, adjusting for inflation, the demand for OE parts in 2009 spiralled down to levels not seen since the 1950s.
Talk to any parts sup-plier and expect to hear the same answers that ac-count for the turnaround. “There are a lot of off-
shore parts manufacturers coming into the market,” says Wes Govier, a veteran buyer of truck auto parts for his Sudbury-based firm, Regional Springs. Govier has serviced the trucking industry for 31 years as a specialist in brake re-pairs, rear ends, clutches, transmissions springs, and suspension systems. He remains loyal to traditional suppliers. “We deal strictly with the North American manufacturers,” he con-tinues, adding that offshore parts “are not the same as the North American manu-
facturers would make.” His supply line flows with few interruptions thanks to a network of relationships he has developed with various North American manufacturers and even the traditional suppliers are not what they used to be.
Many OEs may supply parts from locations in the US and Canada, but components - bearings and seals, for example – come from offshore sources and are assembled domestic-ally. OEMs, it seems, con-tinue to enjoy an unrivalled reputation for quality from some loyal buyers. As the statistics show, other mar-ket forces prevail and a weak economy favours the aftermarket. As with pri-vate consumers, transport carriers prefer to invest in servicing and repairing trucks to avoid, or at least
delay, major purchases. The aptly named after-market has benefited from the financial slump: recent estimates place it at near-ly $200 billion annually. The major beneficiaries, however, are on distant shores. The Original Equip-ment Suppliers Association (OESA) estimates there were 30,000 firms in North American automotive sup-ply chain in 1990, roughly the time when offshore suppliers moved with sig-nificant momentum into the North American mar-ket. Today about 5,000
firms remain, according to a comprehensive industry report issued by the US Department of Commerce International Trade Admin-istration. Though the sur-vivors have benefited from less competition through higher sales volumes, fore-casts predict that they too will experience declines from a struggling global economy. Furthermore, a trend toward further con-solidation will likely usher in more changes in the OE parts. As larger Original Equipment Manufacturers swallow up competitors, experts fear a monopoliza-tion of the market will drive up prices.
OEs are faced with sig-nificant challenges, ac-cording to analyses by Claude Drouin, Fleet Main-tenance Consultant with CFTS Group Inc. and a
longstanding observer of shifts in the truck auto parts industry. “The OEs do have to uphold a cer-tain level of quality that aftermarket suppliers do not,” he says. “When you install an OE component on a vehicle, the company will back it up with war-ranties.” In addition to the costs associated with meeting industry standards enforced by regulatory bodies, the OEs are the ones who invest financial resources in research and development. Second line aftermarket producers, meanwhile, reduce costs by copying innovations de-veloped by others. In worst case scenarios, fake parts are manufactured and slip unnoticed into the global supply chain. The US fed-eral trade Commission es-timates that counterfeiting costs the automotive sup-
plier industry $12 billion annually worldwide. The main culprits, according to the Motor and Equipment Manufacturers Association (MEMA) and the Organiza-tion for Economic Cooper-ation and Development (OECD) are China, Taiwan, Hong Kong, Russia, India, Pakistan, and Uruguay.
The overriding question remains: Has the flood of offshore parts comprom-ised quality? The answer lies in the age old dictum, ‘You get what you pay for.’ “When you go to after-
market replacements, then it is a free for all,” observes Claude Drouin. “This is a price-driven industry, so you can always find cheap-er and cheaper prices. But how can the suppliers manage this when the cost of production is going up everywhere,” he asks, re-ferring to challenges such as the rising cost of ma-terials. Examples include plastic resins which have spiked 45 percent in two years, rubber climbing 20 percent in just one year, and steel for bodies, frames and bumpers up nearly 100 percent since 2007. These hikes are driven by demand in the developing world for raw materials critical for parts production.
Drouin’s response to es-calating production costs is predictable: “Manufac-turers will try to compete on price and forget about
quality.” On the other hand, he also cautions against sweeping generalizations, noting that some after-market products can be better than OE products, but come with a higher price tag.
In the race to stay com-petitive, some OEs have entered the fray of dis-counted parts and es-tablished overseas facili-ties to capitalize on low wages in order to produce second line parts, but suc-cess has been limited. The auto parts expert, Claude
Drouin, says that some OEs found the venture too costly, preferring instead to leave discounted after-market parts to others.
In an industry that sur-vives on cutting costs at every opportunity, the de-mand for offshore and discounted parts is under-standable – but there are risks. Listen to Claude Drouin, “My philosophy to anyone who will listen to me is that the best way to cut maintenance costs is to remove the need for maintenance. If you have to keep repairing parts over and over again, you lose money. If it’s neces-sary to pay double the price on a quality part, then at the very least you save on labour costs because you don’t need additional repairs.”
The most reliable meas-urement for profitability in
trucking is cost per mile/kilometre which can in-crease dramatically with frequent repairs associated with second rate parts. So take heed, experts say and reign in the temptation to buy cheap now, but pay more later. Doubtless, the temptation will intensify as secondary auto parts flood the North Amer-ican market, particularly from low-cost countries like China which is al-ready enjoying explosive growth in the automotive industry.V
Aerodynamic drag is a battle that can only be managed
and while poor vehicle aerodynamic choices last the life of the vehicle, so do good choices. Aerody-namic improvements are passive in nature, work-ing constantly regardless of driver technique, load, weather conditions or fuel type.
Airtabs™ provide simple,
cost effective and main-tenance free ways to en-hance safety, improve vehicle stability and save fuel dollars.
Airtabs™ alter the air-flow around the vehicle by using aviation based vortex generator tech-nology. Airtabs™ help to reduce suction at two lo-cations: the tractor-trailer gap and the back of the trailer (trailer doors).
This airflow modifica-
tion provides additional benefits. The modified air-flow stabilizes the tractor and/or trailer, especially in gusty crosswinds. The enhanced stabilization increases tire life by re-ducing scrubbing of the tires. Splash and spray in rain or snow is also reduced giving drivers better mirror visibility to see vehicles approach-ing from the rear thereby providing for safer lane
changes and allows other drivers to pass more safely. The reduced suction at the rear of the trailer keeps the accumulation of dirt and snow to a minimum. By reducing snow build up on the trailer rear helps keep low temperature LED tail/brake lights cleaner.
In addition to use on semi tractor and/or trail-ers, Airtabs™ are in use on an array of square backed vehicles including buses,
Some would say that the best bang for your buck is to get
the best possible quality at the lowest possible price. Well, I think it’s a tough call when most suppliers claim to have the best quality at a fair price and many others claim to sell the equivalent same qual-ity at low cost.
O.E.M.’s (Original Equip-ment Manufacturers) are regulated by the trucking industry and legislation to meet certain performance criteria when producing new vehicles and offer re-placement parts that will ensure proper perform-ance of these vehicles. We have come to trust these genuine brand parts and think they are up to stan-dards. But are they?
Some truck part manu-facturers that supply the O.E.’s now produce parts offshore and some end users have witnessed degradations in quality in some cases. There is no doubt that the O.E.’s have been trying to com-pete with the aftermarket jobbers to preserve their once bigger share of the replacement part busi-ness.
The trucking industry is struggling and many fleet maintenance operations are faced with budget cutbacks and will try the different options to make ends meet.
The aftermarket re-placement part industry is not regulated for quality and performance. These networks offer a broad range of high quality parts which meet and exceed O.E.M. standards to a point where they can im-prove performance of the vehicles. They also offer substandard parts that can reduce performance and sometimes generate nightmares.
One has to be careful in choosing the right parts. In some cases, little is gained by using higher quality parts when they can be submitted to abu-
sive operational practices. In other cases, quality parts can reduce the need for maintenance and that’s when cost per mile comes down. Most fleet main-tenance professionals will agree that reducing maintenance frequency is the most efficient ap-proach. Don’t forget that parts need to be replaced by technicians and labor is very expensive, some-times more than the parts being replaced. If one can get better longev-ity and proper perform-ance of a higher quality part, the need to replace it drops, and the need to buy another part and pay someone to replace it is delayed while the vehicle keeps generating revenue.
Some of the fleets I’ve worked with have reduced their cost dramatically by improving the perform-ance of their vehicles. For example: one fleet had poor grip on maintenance because operations did not see the importance of bringing the vehicle in for scheduled maintenance. Maintenance manage-ment in turn did not see the value in higher priced quality parts. Their aver-age brake life on trailers was 18 months. Mechan-ics lacked the skills to maintain the wheelends adequately and brake foundation components were changed at every reline.
Long story short, their trailer maintenance cost had sky-rocketed to un-precedented levels.
It took several years of hard work to bring this company’s maintenance to a decent cost per mile. It took a solid commit-ment from higher man-agement in the company to coordinate the efforts of operations along with those of the maintenance department to achieve astounding results.
Today this company could be cited as an example of success in vehicle maintenance. The
average brake life on trail-ers is now 48 months. Their wheelends brake foundations are now changed only once per 15 year life cycle of the trailers. Operations are happy to see that trailers are no longer stuck in the shop for 12 hour brake jobs every 18 months and downtime is reduced dramatically.
This was achieved by improving performance, partly through better replacement parts, and other key factors like training, departmental coordination, etc.
Replacement part selec-tion is the key to control-ling your maintenance cost. Lower priced parts may not be the answer if performance is affected in using them, but then again, higher priced “High Performance” parts may not be the answer either.
One has to study all options and choose care-fully.
For more information contact Claude Drouin, Technical Consultant of
the Commercial Fleet Tech Support Group Inc. at 877.765.9629, via email
at any t ime, whether our vehicles are new or old. Cell phones give us a false sense of se-curity, but find yourself in a freezing or snow-ing situation and you will kick yourself for not being prepared. What would happen if your cell phone battery died or even worse, your cell phone did not work in the area you broke down in. Being prepared with a roadside emergency kit would reduce your stress, increase your safety and
hopefully get you back on the road faster.
If you breakdown in an area where outside rescue is not available for an extended time, your very survival could be at stake. That is why I recommend that all of us carry certain items in our vehicles that would help us in the unfortunate event of a breakdown.
I will call my first list of items, ‘glove com-partment essentials ’ . Your glove compartment should always have your vehicles manual, regis-tration and insurance information. The phone number of your roadside assistance company if you have coverage or if you do not have any type of coverage, the phone number of Emer-gency Road Services Of Canada Inc., which is 1.877.377.2262. Local maps along with a pen and paper are also a
must. The last item to be stored in your glove compartment is your cell phone charger for rea-sons discussed above. It is unbelievable how many truck drivers call our company for break-down service and then are unreachable because their cell phone batteries have died.
The following items are ‘roadside emergency kit essentials’. Safety items include a first aid kit, fire extinguisher, flares, re-flective hazard triangles and a flash light with extra batteries. Mechan-ical items include jumper cables, pocket knife, vice grips, screwdrivers, an adjustable wrench and pliers. For winter condi-tions, you should have a windshield scraper, tow strap and a small folding shovel. Basic survival items include blankets, chemical hand warmers, a hat and gloves, granola
or energy bars, bottled water and candles with matches.
It is also very important to consider the special needs of not only our-selves but also the needs of our passengers. For people with diabetes, extra insulin should be on hand. For people with hypoglycemia, high energy snacks in addi-tion to their ration of food should be stored. For anyone on board who takes medication, take an extra few days of that medication just
in case.Before you actually put
your roadside emergency kit to use, another good tip is to take some time to familiarize yourself with the items in your kit and learn how to use them properly. Also remember that the most important item in your whole kit is your own good judgment . The first good judgment you should make right now, if you haven’t already, is to have your roadside emergency kit ready be-fore you actually need
it.Drive safe, think posi-
tive and be prosperous.Alvis Violo is the C.E.O.
of Emergency Road Ser-vices Of Canada Inc., a coast to coast nation-al roadside assistance company dedicated to the trucking industry in Canada and the U.S. For more information visit www.ersofcanada.com or call 1.877.377.2262. Please send your ques-tions, feedback or com-ments about this column to [email protected]
The value of benefits can be minimized or maximized by
the need of a person who has a medical condition. Buying coverage to cover-age to cover a medical condition definitely comes with a price tag whether it is a group plan or an individual plan. Mem-bership certainly has its privileges.
Last month a reader of ours contacted us to share his story of denied group benefits based on infor-mation the employer had access to since he had been employed as a driver formerly and re-hired as a contract driver service. The reader chooses to remain anonymous. For privacy purposes we will call him Bill. Bill returned to a company where he had worked for several years. He took a leave of absence due to a medical condition, approximately 2 months and returned. Upon his return he was de-nied benefits by manage-ment due to his medical condition.
Bill enjoys working for this company and really does not want to harm the company in any way. This company has paid him very well over the years and Bill certainly would be unable to find a better “employer”. We understood Bill’s concerns and advised him to do the following.
Ask management to sub-mit an application to prove he would be denied cover-age. This would ensure that both the company and Bill were certain coverage was denied for the record and avoid any employer’s liability back to the trans-
port company for denying him a benefit he was en-titled to as an employee of the company.
Negotiate at least paying the whole or part of the premium since the health care costs are escalating each year or discuss an in-centive program to restore his faith and commitment to Bill as a good standing driver for the firm for so many years.
Applying for the Ontario Drug Benefit; Trillium Drug program that would pro-vide financial assistance for him with these drugs that are necessary to help him with his degenerative illness. This information is available on the internet by visiting: http://www.
Bill as a loyal employee of this company now re-hired as a contractor appreciates his job, had written to his member of parliament in regards to this distressful situation as well as many other organizations and thought he should share his story with us.
Bill, we thank you for submitting your story; we greatly appreciate you wanting to share your ex-perience with other people in the transportation in-dustry that are burdened by a similar story as yours.
Unfortunately, because you really do not want to ap-
proach the Labour Board as a
dependent
con-tract-
or of the company,
w e h o p e you accept
our recommendations and approach your employer or apply for the Ontario Drug Program. Employers cannot deny benefits as a result of being privy to
a medical condition you have, they must offer you
benefits or be subjected
to litigation. If you have a
story to share to help create more
awareness in truck-ing please visit our blog
at http://lmd4benefits.blogspot.com/?spref=fb/wi t te r o r ca l l us a t 1.800.236.5810. Sharing these stories provides valuable insight and re-stores a career oriented industry.V
reviewing the parts cata-logue system for P.A.M. Transportation Services, Inc., when something caught his eye. As Vice President of Maintenance for the company, Tapp was accustomed to see-ing certain part numbers associated with Bendix® AD-9® air dryers, but sud-denly he began to notice new part numbers for air dryers in the system with lower prices.
Tapp discovered that parts vendors were sell-ing his company will-fit air dryers, rather than the genuine Bendix products he typically purchased. In this case, the will-fit prod-ucts were cheaper, but Tapp understood that the less expensive air dryers would not meet the strin-gent testing requirements conducted by Bendix to ensure quality aftermarket
products.According to David
Schultz, Aftermarket Mar-keting Manager at Bendix, while will-fits (which are not made by the original manufacturer, nor do they violate patents or intellec-tual property) and knock-off products (which do) may have an initial lower cost when compared to genuine products. They cost more in the long run due to a generally shorter product life because of lower quality manufactur-ing levels and testing.
For 80 years, Bendix Commercial Vehicle Sys-tems LLC has been set-ting the industry standard for developing advanced safety technologies. Bend-ix believes a critical factor in ensuring the perform-ance of these technologies is leadership in the battle against counterfeit and knockoff parts.
“I am adamant about buying genuine products,”
Tapp said. “I’ve been in business for more than 30 years, and I have seen the difference between will-fit parts and genuine parts. Will-fits are not held to the high standards that quality remanufactured products are held to.”
Founded in 1980, P.A.M. Transportation is based in Tontitown, AR. The com-pany provides nationwide dry van truckload, exped-ited truckload, intermodal, and logistics services to the manufacturing, retail, and automotive indus-tries. The company also provides direct service into Ontario and Quebec. With more than 2,200 trucks on the road, “it’s vital that a part doesn’t potentially compromise the integrity of the entire air brake system,” Tapp said.
Tapp sent the will-fit Bendix AD-9 air dryer to Bendix for evaluation. Mark McCollough, Bendix
Director of Air Treatment, responded with a letter outlining the results of the evaluation. The dryer was confirmed to be from the same manufacturer and the same model of an air dryer for which Bendix had recently completed testing.
“It failed 7 out of 11 areas of the design verification testing that we use to test our own genuine Bendix air dryers,” McCollough said. “A few of the failures were significant enough that they would likely cause a truck or tractor to be disabled on the road due to the inability to build air. Other failures identified in the testing would likely impact the air system unfavourably, leading to related failures over time.”
That was the proof Tapp needed to explain to others within P.A.M. Transporta-tion why he was so ada-mant about purchasing
genuine parts: it keeps the fleet on the road.
“It can happen a lot these days because of the bad economy,” Tapp said. “People tend to cut corners in the interest of saving money.”
Tapp’s fleet did not ex-perience any failures stemming from the 40-plus will-fit air dryers pur-chased. He did return all of the will-fit dryers and bought genuine Bendix AD-9 air dryers as replace-ments.
“Bendix believes that subjecting its genuine Bendix products, both new and remanufactured, to stringent reliability standards and substan-tive testing to ensure tol-erance, performance, and dependability will help improve the safety of our roadways,” said David Schultz, Aftermarket Mar-keting Manager at Bendix. “To the untrained eye, will-fit, knockoff and counter-
feit parts seem similar to a genuine Bendix product because they are manu-factured to appear the same. It’s important to remember, however, that these components often may not be subjected to the rigorous testing and standards that Bendix employs to guarantee its parts.”
Often, counterfeits and knockoff components, in particular, contain a “design-around,” which attempts to recreate a patented design with-out directly violating the patents. As a result, the component design does not function in the same manner as the patented component would and counterfeiting results in inferior products, which ultimately compromises public safety.
For more in fo rma-tion about Bendix prod-ucts visit www.bendix.com.V
Remember the com-edy Trading Places (1983)? It was the
story of two Duke broth-ers Randolph and Morti-mer (owners of Duke and Duke Commodities) who tried to make a fortune by cornering the orange juice market while trad-ing places of their own Louis Winthorpe III (Dan Aykroyd) with a street hustler Billy Ray Valentine (Eddie Murphy). It weaved a clever theme with hilari-ous characters.
The financial plot, how-ever, is not at all unique to the free market. Trying to
corner a market is normal activity in business. Think of: Bill Gates and Micro-soft, Oppenheimer with De Beers “Diamonds”, and JD Rockefeller with Standard Oil just naming a few. However, the Duke boys (no relation to Bo and Luke) tried to corner it through a form of insider trading.
In the movie Pelican Brief, corruption was also the theme, wherein a greedy Capitalist oil com-pany stopped at nothing to manipulate the polit-ical system for billions in potential profits. They tried to impose “legisla-tive” favors onto a market (similar to how the speed limiters were passed). What makes movie plots like these so interesting is that they are believable. Cornering the market or legislating favors are not conspiracy theories, these
are legitimate business models and goals (not-withstanding moral im-plications). Human greed should not be underesti-mated.
Al Gore traveled around the world with his hockey stick graph perpetuating a global warming crisis. He advocated world lead-ers submit to a form of currency called “carbon credits” (US Cap n’ Trade). It’s a currency similar to Canadian Tire money (printed and distributed by an independent body). It may be traded by the public but redeemable only by the printers. The distributor ultimately de-termines its cash value through a “negotiated” formula. It creates bil-lions or even trillions of phantom currency from thin air, and the “formula conversions” offer a colos-sal source of profit (not to
mention a cut at the time of trade). It’s the ultim-ate attempt to corner the global economy.
There are basically two economic models: the free market model where the customer/market de-termines an acceptable price for product/service, or a regulated economic model where an entity (government) determines the level and price of some - all products/services (“all” being communism). The carbon credit model would allow the EPA (or its affiliate) to specifically tax each industry directly. If the world collectively signs on to this system it creates a house of global power not seen since the Roman Empire. Each country must voluntarily relinquish its economic sovereignty to a bureau-cratic “behind the scenes” interpretation of value
(carbon debit/credits). It would be a non-democrat-ically elected body with near absolute economic power and NO public ac-countability.
“Climate-gate” exposed gross deception and aca-demic coercion! Now it’s not just a matter of re-linquishing our sover-eignty but relinquishing it to a probable fabrication based on arrogance and greed. The entire global crisis is potentially a “sci-entific fraud” (light on the science). Mr. Gore’s “hockey stick graph” bet-ter resembles a cork screw (light on the cork).
This scandal dwarfs the Pelican Brief mov-ie (maybe Julia Roberts can play Tipper). Isn’t it strange how sometimes truth is more shocking than fiction, how “big lies are more accepted than little ones”?, (a variation
of a quote from Adolf Hitler).
Do people think scandals of this magnitude only occur in the context of Capitalism? Is greed and deception only reserved for the likes of Bernie Madoff or the executives of Enron and Worldcom, or are we in the age where, regard-less of your environmental position… BIG LIES ARE BIG BUSINESS?
Robert D. Scheper oper-ates an accounting and consulting firm in Stein-bach, Manitoba. He has a Masters Degree in Busi-ness Administration and is the author of the Book “Making Your Miles Count: taxes, taxes, taxes” (now available on CD). You can find him at www.thrcon-sulting.ca and thrconsult-ing.blogspot.com or at 1-877-987-9787. You can e-mail him at [email protected]
16 OctOber 2010
Carbon Credits, Highjacking the Global Economy – Part I
improve road sa fe ty by keeping uninsured vehicles off Ontario’s roads.
A new electronic verifi-cation system, developed by the province and the Insurance Bureau of Can-ada will provide on-the-spot confirmation of valid insurance coverage dur-ing the licence plate re-newal process. The abil-ity to check for insurance in real-time means fewer uninsured vehicles on Ontario’s roads and less risk to other drivers.
In Ontario it is man-datory for all vehicles to have valid insurance coverage. Currently, driv-ers are required to pro-vide proof of valid insur-ance when renewing their driver’s licence plates.
Drivers who have in-surance or vehicle-in-
formation issues in their registration information will be notified in writing approximately 120 days prior to their licence plate expiration date -- giving them time to correct or update their informa-tion.
Kathleen Wynne, Min-ister of Transportation said, “Uninsured vehicles and their drivers put other road users at risk. That’s why it’s so important that we get them off our roads. Being able to check a driver’s insurance cover-age information in real-time will make it more difficult for these drivers to get on the road in the first place. The message is clear: to drive in Ontario, you must be insured - it’s the law.”
Ralph Palumbo, Vice-President, Ontario, In-surance Bureau of Can-ada also commented, “Insurance Bureau of
Canada and the auto-mobile insurance indus-try in Ontario continue to work together with the Province to promote road safety in Ontario. IBC looks forward to the project launch in Nov-ember as the next step in deterring uninsured vehicles on Ontario’s roadways.”
Quick FactsThere are approximate-
ly 13.6 million registered passenger vehicles in Ontario. All vehicles on Ontario’s roads must be insured. There are tough penalties for driving with-out insurance.
There is a fine of up to $25,000 for a first of-fence and a fine of up to $50,000 for a second offence, and the possibil-ity of a driver’s licence suspension for up to one year.
To learn more about vehicle permit renewal
services contact the Ser-vice Ontario Driver and Vehicle Contact Centre at 416.235.2999 (GTA) or toll free in Canada at
1.800.387.3445.To f i n d o u t m o r e
about the Insurance Bureau of Canada call 1.416.445.5912 or read
more about the Compul-sory Automobile Insur-ance Act in Ontario by visiting www.e-laws.gov.on.ca.V
The Hallmark In-surance Group is pleased to an-
nounce the appointment of well-known transportation broker Norma Gray to “The Transit Authority”, as an Account Manager. Norma has over 10 years trucking insurance experience and joins a seasoned team of trucking insurance profes-sionals at Hallmark – Tim & Diana Farquhar, Derek Lachapelle, Manny Soares, Vanessa Spadafora, Ashley Viger and John Walters.
Hal lmark Insurance Group is a full-line insur-ance brokerage that rep-resents all markets (both traditional and “captive”) and provides commer-cial, employee benefits and group personal lines service to the transporta-tion industry - both truck-ing and heavy-duty repair firms.
N o r m a c a n b e reached by email at [email protected] or via direct telephone at 416.490.6065.V
Nobody likes has-sle. That’s why many fuel-reliant
companies made the de-cision to use on site fuel storage tanks. It made sense. There was the con-venience of having the
fuel you needed close at hand, no need to drive to a card lock, and access was of course 24/7. What could possibly go wrong? I’ll tell you.
Fuel storage tanks do eliminate some of the hassles associated with refuelling, but at the same time add a number of liabilities. First of all, fuel theft is a real problem. Security is the issue. Hav-ing thousands of litres of fuel on your property makes your storage tank easy prey for organized fuel thieves. These thugs prepare and plan to rip you off and there are many documented cases where these gangs have run away with thousands of dollars in fuel using fuel pumps. If you do not have tight security measures in place you could be at risk.
Another common type of fuel theft occurs every day when your employees help themselves to your fuel. It may have started
innocently and was even viewed as a perk of em-ployment, but as fuel costs have escalated over the years any amount of fuel taken by employees hurts your business. If you don’t regulate this type of theft, it can add up and cost you thousands of dollars in lost productivity, because after all, fuel is an invest-ment. Besides, letting staff help themselves to fuel whenever they want de-livers a message that you are not paying attention to the details. What else can they take?
When you open your storage tanks to staff do you know where all that fuel is going and to what piece of equipment? In-effective tank monitoring is really just ineffective management. But today fuel can be measured and managed for a return on investment, just like any other cost associ-ated with your business. For years fuel has flowed from storage tanks with-out accountability. There were no checks in place, other than a hand writ-ten docket with a rough estimate of how much fuel was pumped.
Another costly risk of storing all that fuel on your property is of course increased insurance pre-miums. Unless you have state-of the-art tanks and your people are com-pletely trained on proper handling of hazardous goods, your insurance costs go up.
And what about all of the risks to the environment?
If there is a fuel spill (and they do happen, whether the boss finds out or not) you are responsible for the expensive clean ups. If you have a major fuel spill because of negligence or faulty equipment, you may have a public relations de-bacle waiting to explode. The competition loves a good environmental neg-lect story!
But there is a better way to manage the monster: Total Fuel Management
OK, so now that you have a tainted picture of using fuel storage tanks, there
is a better way to manage the monster. Total Fuel Management systems can give you peace of mind by eliminating theft and
helping you measure and control your fuel con-sumption. Your Insurance Agent will be happy too because TFM eliminates the risks of refuelling.
Total Fuel Management Companies, like 4Refuel, will deliver fuel directly to your storage tank 24/7, usually while your equip-ment is parked for the day. Each time your equipment is led from the tank, the transaction is digitally
monitored and detailed data is delivered to you on-line, including the date and time of the fuelling. Fuel theft can also be eliminated too, as tank monitors security alarms are activated whenever there is unauthorized re-fuelling.
Let me make one last point. TFM guarantees you will have the fuel you need so your storage tanks don’t go dry, even in
a regional fuel shortage. You keep working while your competitors wait for fuel, no hassles.
Jack Lee is CEO of 4Re-fuel – the largest onsite fuel management company in Canada and a global leader in technology designed to help businesses reduce their fuel expenses. Got a question about fuel? Ask the fuel expert by emailing Jack at AskTheFuelExpert @ 4Refuel.com.V
Cu m m i n s E a s t -ern Canada LP is pleased to an-
nounce they have become the exclusive distributor for ClimaCab in Eastern Canada. ClimaCab is a battery powered APU from Glacier Bay. “We are excit-ed to be able to represent such a high quality APU designed for economy conscious operators of class 7 and 8 trucks” says Cummins Eastern Can-ada’s Regional VP Robert Verdurmen.
“ClimaCab offers no trade off technology su-periority”, says Verdur-men. “Glacier Bay has been making advanced cooling technologies for decades which means the technology inside a Clima-Cab system is one of the best in the world.”
ClimaCab offers oper-ators 10 to 15 hours of
comfort in the cab at a constant 22-24 degrees C both in summer and winter conditions without running the truck engine when parked. ClimaCab keeps an operator’s costs in control and based on estimated fuel and main-tenance savings, a Clima-Cab will pay for itself in as little as 18 months or less. The cost is about one-third of the cost of idling an engine and one-half the
cost of running a diesel APU annually.clIMAcAb beNeFItS:
• 8,000 BTUs/hour for 10 to 15 hours
• Precise digital thermo-stat
• Shore power option• No alternator upgrade• Start assist feature
helps start the truck• Takes no storage space
under the bunk• 4 AGM batteries in slim
line battery box
• Fully integrated Espar or Webasto heater op-tions
• Highly compact evap-orator design and in-telligent software to continuously monitor climate levels in the sleeper
• “Set and forget” climate controller
*(“Savings estimated based on fuel consumption of 10 hours per day, 5 days per week, 48 weeks per year, 4 liters per hour at $.90 per liter, 4 year ownership. Cooling estimates based on ambient temperatures of 35 degrees C. Delta tem-perature estimates based on typical conditions and vary based on sleeper size, insulation package, curtain usage, shading, south or north facing direction.”)
For more information please contact your near-est Cummins Eastern Can-ada Branch.V
OctOber 2010 19
cUMMINS eASterN cANADA
Cummins Exclusive Distributor for ClimaCab in Eastern Canada
September 15, 2010 – Eugene, OR - Air-Weigh is pleased to
announce a new in-cab display option for the popular LoadMaxx series of truck and tractor scales. The new LoadMaxx dis-play includes all of the Air-Weigh scale features in a small rectangular package that’s just 1.8” x 3.3”, or about the size of a credit card, and only 0.8”
thick. It can be mounted on any flat surface with permanent adhesive tape. An optional dash swivel mount offers even more mounting locations. The new display is ideal for quick retrofits or vehicles where mounting the ori-ginal round gauge dis-play in the dash is not practical.
The LoadMaxx on-board scale, now with both rect-
angular and round display choices, converts tractor and trailer suspension loads to an accurate on-the-ground weight. Un-like air gauges, or other air gauge based load indi-cators, the LoadMaxx scale uses true digital two-point calibration to compute and display on-the-ground weight for steer, drive, and trailer axles. LoadMaxx accuracy
is not affected by altitude, temperature, or humidity and is easy to install and operate. Programmable alarm outputs that indi-cate warning weights and overweight on any axle or GVW are standard. Fleets may also integrate their on-board computer to LoadMaxx via J1939, J1708, or RS-232 to mon-
itor, record, and transmit vehicle weights.
With Air-Weigh scales, fleets have a tool to man-age and monitor weight compliance, as well as el iminate overweight fines and all of the costs and delays incurred by checking weights at an in-ground scale. Air-Weigh scales increase loading
efficiency and decrease overall cost per mile for fleets that check-weigh. They also help fleets com-ply under increasing en-forcement of federal and local weight laws.
For more in fo rma-tion visit their website a t w w w. a i r - w e i g h -s c a l e s . c o m o r c a l l 1.888.459.3444.V
Innovative Hydrogen Solutions was recently involved in testing in
‘The Program for Advanced Vehicle Evaluation’ (PAVE). PAVE was established at Auburn University as a complementary research program at the National Center for Asphalt Tech-nology’s (NCAT), Pave-ment Test Track (www.pavetrack.com). Trucking operations at the ‘track’ provide a unique oppor-tunity to study issues that are important to the truck-ing industry in a highly controlled and cost effect-ive manner. The purpose of the series of tests IHS was involved with was to de-termine the impact of the IHS I-PHI (Partial Hydrogen Injection) product on fuel economy when used in the 14L diesel engine of class 8 trucks.
Innovative Hydrogen Solutions participated in
a “Type II Test Procedure” with Auburn University in Alabama. The “Type II Test Procedure” published both the Technology and Main-tenance Council (TMC) and the Society for Automotive Engineers (SAE) was used to perform these evalua-tions (RP-1102 and J1321, respectively). The longer 40-mile minimum run dis-tance required in the SAE version was used in order to be in strict conformance with both test procedures. All test runs were executed on the NCAT Pavement Test Track in Opelika, Alabama between June 15th and Au-gust 11th, 2010. The gross combined weight (GCW) of the tractor-trailers used for the evaluations was approximately 155,000 pounds. All three trucks (one control vehicle and two treatment vehicles) were run at a target speed of between 45 and 48 mph
with the tractors in direct gear (1:1 ratio) and with demand wheel horsepower of 200 to 350 horsepower.
The valid treatment-to-control (T/C) ratios for ‘weighted fuel usage’ for all runs in both the base-line and treatment seg-ments ranged from 0.5% to 1.7%, with the typical ratio spread being less than 1%. This is well inside the 2% filter, which is indicative of a highly controlled test. The results shown in Table 1 were observed in the four evaluations.:
Prior to the “Type II Test Procedure” IHS contracted Clean Air Technologies International (CATI) from
Buffalo, NY, the only E.P.A. verified Portable Emission Measuring System (PEMS) Technology Equipment, to create an approved test program and to act as a third-party verification en-tity to ascertain any notice-able emission and/or fuel reductions associated with using the IHS I-PHI tm.
The goal of the test pro-gram was to generate enough valid data and repeatable data so that CATI could make confident conclusions on specific emission and/or fuel per-formance improvements resulting from the use of the I-PHI. The test program implemented and the cor-
responding analysis of-fers a reliable assessment process for verifying the environmental perform-ance claims as well as the technological processes of the I-PHI.
The performance claims concluded by CATI con-cerning the I-PHI system are as follows:
Reduced fuel consump-tion: Highway Driving: 30.96% and City Driving: 13.13%.
Reduced greenhouse gas emissions:
Highway Driving: NOx -23.84%; HC -26.72%; CO -38.23%; CO2 30.82%; PM
86.14%City Driving: NOx -8.62%;
HC -16.86%; CO -37.63%; CO2 -12.71%; PM -16.06%
Based on CATI’s observa-tions and the results ob-tained during testing, the I-PHI met or exceeded the performance claims made by Innovative Hydrogen Solutions Inc.
Innovative Hydrogen Solutions is located in Newmarket, Ontario. We invite you to contact Bruce Peck, Business Develop-ment at [email protected] or call 866.447.6960 ext. 706 or 905.830.0890 ext. 706.Vtable 1: results observed in the four evaluations
TesT#
HardwareseTTing
TracTor#
Mileage %iMproveMenT
10-8 A 1 8,071 +0.610-8 A 1 22,915 +4.410-7 b 3 8,554 -0.210-7 b 3 24,053 +3.2
OctOber 2010 21
INNOvAtIve hyDrOGeN SOlUtIONS INc.
IHS Successfully Completes SAE J1321 Type II Fuel TestProtect the Environment While Increasing Profits
A d r i v e r w i t h a Guelph t rans-por t company
fuelled up in North Caro-lina, went inside to have breakfast and a shower, came out and checked his fuel gauge.
It had gone from a full tank to ¼ tank. The cost of the fuel lost was estimated at $400.00.
A company in Peterbor-ough, Ontario had a truck vandalized with numer-ous rolls of paper towel stuffed into the fuel tank. This action plugged up the fuel system’s internal components.
- A 100 Volt Pump that plugs into standard power inverter $200.00
The cost in down time, labour and parts was over $10,000. Who can afford this?
For more information or how to order The Fuel Lock call 866.990.3835 or order on-line at www.thefuellock.com.V
Grandview, MO - Peterson Manu-facturing Com-
pany has augmented its vehicle safety lighting line by adding ECK® corrosion prevention products from Van Nay, LLC.
ECK (Electrolysis Corro-sion Kontrol) is a unique dielectric coating pat-ented by Van Nay in 1998. Its breakthrough formula-tion has proven highly effective in preventing dissimilar metal corro-sion of all metals, includ-ing stainless steel, alum-inums, copper, brass, cold-rol led steel and black oxide.
Field tested for over 12 years, ECK not only protects all metals and electrical connections, it also prevents all types of corrosion: electrolysis,
galvanic, magnesium and cal-chloride. It is safe to use with both rubber and plastic, will not harm paint, and withstands high temperatures up to 1000° Fahrenheit. Peter-son will be selling ECK in the United States only.
“Harsh road conditions inc luding chemicals , moisture and temper-ature changes are always an issue, no matter the manufacturer,” said Kris-ten Goodson, Director of Product Management for Peterson. “By offer-ing ECK as a value added product for the safety lighting needs of our cus-tomers, we’re helping en-sure that their trucks and trailers keep on rolling instead of sitting idle due to corrosion issues.”
Peterson will offer ECK
in tubes of brushable liquid that applies easily to electrical connections and different metals be-ing assembled. ECK was specially engineered to outperform such industry standard products as sili-cones, tapes, and coated hardware. And unlike other dielectric coatings, the ECK formulation in-corporates zinc powders
to create a lasting barrier against the corrosion that always occurs between dissimilar metals such as aluminums and steel. This barrier absorbs the energy from any electro-chemical reaction, thus preventing corrosion – the only patented product proven to do so.
Richard Nay, Van Nay’s president, said: “We’re
pleased to have a world-c lass safe ty l ight ing manufacturer such as Peterson using ECK to fight corrosion. The top two warranty and down-time issues in the trucking industry are dissimilar metal corrosion and light-ing/wiring corrosion. Our product tackles both.”
Van Nay, LLC headquar-ters in Elgin, Illinois and
owns the patent for dis-similar metal corrosion prevention with their ECK coating.
For more information, contact Mark Assen-macher, Dir. of Marketing, Peterson Manufacturing Co. at1.816.765.2000 or by email at [email protected] or visit their website at www.pmlights.com.V
22 OctOber 2010
Why You Should Use the Fuel Lock System
PeterSON MANUFActUrING cOMPANy
Vehicle Safety Lighting Line Adds ECK® Corrosion Prevention
proud to announce that Ridewell axles are now approved by TPC Inter-national to be produced as “TPC ready” for their TIREBOSS™ Tire Pressure Control Systems.
The first ones shall be in-stalled on three axle log-ging trailers and will be manufactured by Temisko Trailers (Notre Dame du Nord, Quebec) for Bour-geois Diesel Service Ltd (Nova Scotia). Robotically integrated Ridewell sus-pensions and TPC ready axles are standard equip-ment on trailers offered by Claude Bourgeois.
The TIREBOSS™ Tire Pressure Control system is a computerized device, operated from the cab. This allows the driver to adjust tire pressures while the vehicle is in motion. Each system can be programmed to suit your vehicle configuration and specific haul cycle requirements. All systems come with standard, built in safety systems and continuous tire pressure monitoring.
Stuck in a rut? TIRE-BOSS™ Tire Pressure Control can get you out! Demonstrations have proven the effectiveness of reduced tire pressure by providing increased flotation, reduced rut-ting, less road damage, and improved access to work sites. Roger Cousins of Ken Hardy Trucking testifies, “...I was able to drive in, load up and leave
totally unassisted while the trucks with high pres-sure had to be dragged around.”
TIREBOSS™ Tire Pres-sure Control systems have a reputation for being extremely reliable and low cost to maintain. The systems are transferable from one vehicle to an-other reducing addition-al capital expenditure each time the vehicle is replaced. Visit www.tireboss.com for more information.
For more information on products and services of-fered by Bourgeois Diesel Service Ltd, please send enquiries to [email protected].
For more information on Temisko products, please send enquiries to [email protected] or visit their website at www.temisko.com/layoutframes/temisko.
html.Ridewell manufactures
suspensions for the truck, trailer, bus, and RV indus-tries. The company sup-plies the North American community and many
other countries world-wide.
For more information contact Ridewell Corpora-tion at 1.800.641.4122 or visit their website at www.ridewellcorp.com.V
ening, wheel damage and potential wheel loss by securing two adjacent wheel nuts together to minimize their ability to rotate and loosen. This de-sign, along with a pre-engineered blend of high-tech thermoplas-tic resins, provides a high strength to weight ratio that retains its flex-
ibility and has been proven effective in independent
testing. Zafety Lug Lock ex-cels in extreme operating
environments, including chemical exposures and
temperature ranges. The system provides a clear visual check of lug nut security and is available in Standard and High Temperature formulations for severe braking applications.
For more information contact Andy Malion, Spectra Products Inc. at 888-381-2355, or
Parts purchase deci-sions made to maxi-mize short term cash
flow can result in long-term implications such as costly repair bills, downtime and a decrease in the operating life of trucks, as well as their trailers.
Managers from leading Kenworth and Peterbilt dealers report that trailer neglect is a common prob-lem in the industry and one that can and should be corrected.
“As freight volumes begin to increase, it’s particularly important for operators
to pay attention to their
trailers as they gear up and return dormant equipment back to service,” said Jim Moore, Parts Manager for Kenworth of Mississip-pi-Jackson. Kenworth of Mississippi-Jackson is part of Kenworth of Alabama & Mississippi Inc., with five locations in the two states. “Dragging brakes and hanging brake cham-bers on trailers can throw the truck out of alignment, damage the truck’s fifth wheel or cause problems in the truck’s suspension.”
Increased economic ac-tivity is leading to an in-crease in vehicle utilization
for equipment that was left sitting through the harsh winter and summer heat. “When you have equipment sitting unused for extended periods of time, particu-larly trailers, condensation from rain penetration and snow melt can cause rust to build up” said Jason Swan, Service Manager of Peterbilt of Hattiesburg in Hattiesburg, Miss. Peterbilt of Hattiesburg LLC is one of the five dealerships of the Day Dealer Group, which covers southern Louisiana and Mississippi. “Operators should make a habit of inspecting the brakes on
sidelined trailers by hook-ing them up to an air sup-ply and actuating them.”
Kenworth of Mississippi’s Moore recommends that operators routinely check the brakes of sidelined trailers for rust at the park-ing brake side and the mounting bolts. If rust or any other structural dam-age is present, the brake chamber must be replaced, he added.
“However, if you have problems with trailer brakes and no structural damage or rust is present on the emergency brake side, the brakes may just
require adjustment or the air system may need to be checked,” Moore said. “Also inspect movement of the brake cams. Hanging cams can cause all sorts of problems with brake chambers.”
“One of the benefits of installing and using trailer brake chambers offered by TRP Aftermarket Parts is a colored stroke indica-tor that makes it easier for operators and mechanics to identify the need for a brake adjustment,” he added.
If the valves are leaking, Moore said don’t replace them without first checking to see if the diaphragms in the brake chambers are leaking. Over time the diaphragms can rot and leak as well. If the service diaphragm is leaking, it can be replaced without going to the expense of replacing the entire brake chamber assembly, Moore added. A leaking emergency dia-phragm means the entire brake chamber assembly should be replaced.
“When a trailer brake is frozen, that’s certainly one of the most obvious signs of trailer brake problems,” Peterbilt of Hattiesburg’s Swan said. But a visual in-spection needs to be done to determine if the problem is the result of brake shoes adhering themselves to the brake drums or the result of a brake chamber problem. Dirt and other contamina-tion can also cause internal wear.
“Chemicals used in de-icing roads, such as mag-nesium chloride, can be very corrosive and eat through metal,” he said. “The best way to prevent corrosion damage is to wash the trailer undercar-riage regularly.”
“Some of the biggest problems we see on trailers are associated with trailer brakes and result from the actions of inattentive driv-ers,” said David Undernehr, Inventory Control Manager for Peterbilt of Hattiesburg. “If a driver isn’t careful when he’s backing into a dock, he could miss the
dock, allowing the dock lock to hit the brake cham-ber, damaging it or tearing it off.”
If the bolts holding the brake chamber to the bracket pull through the base of the chamber, that’s usually a sign of a poor quality brake chamber made of lighter gauge steel.
Trailer brake chambers from TRP Aftermarket Parts are what we recom-mend to our customers. The TRP chambers are made with a 10-guage reinforced stud-mounted housing, which provides exceptional strength.
“In addition, the TRP trail-er brake chambers have polished chrome-plated internal push rods that prevent seal wear, which would allow dirt to enter the inner chamber parts,” Undernehr said. “The epoxy-coated steel power springs provide longer life and are highly resistant to corrosion from road salts, chemicals and other contaminants. They also have synthetic rubber dia-phragms to resist abrasion. Advanced seals maintain separation of the brake chamber’s service brake and parking/emergency brake sides, eliminating premature air leaks, which can reduce the life of the trailer brakes.”
New federal regulations requiring shortened stop-ping distances won’t re-quire changes in brake maintenance, but they will require operators to be careful in the replacement parts they choose for their trailer brakes, Swan said.
“In the coming years, as new Federal Motor Carrier Administration rules for stopping distances take effect, it will become even more crucial for operators to use quality replacement brake chambers that meet the needs of their applica-tions on their trailers,” Swan said. “Operators will also need to be sure they include the inspection of brake chambers as part of their drivers’ walk-around regimen.”V
24 OctOber 2010
PAccAr
Trailer Brake Maintenance Tips from PACCAR Dealers
Innovative, dependable, money saving describe what our product is all
about. TAABS is an auto-matic wheel balancing system for commercial trucks and trailers. By dy-namically balancing tires, TABB Wheel Balancers give
owners and operators the competitive advantages they want.
TAABS’ innovative design ensures top performance. The outer casing is built from marine grade alum-inum. Inside, 32 oz of steel chromed ball bearings rest
in a non-toxic, environ-mentally friendly dimethi-cone silicone. As the wheels rotate, the ball bearings work to counteract imbal-ances the tire assembly ex-periences. The advantages are obvious: cabin vibration is reduced; the product contains no harmful lead, mercury or PCB’s; and, the silicone is extremely resistant to extreme tem-peratures (-162°F). For a complete demonstration of how TABBS work, watch our video at www.taabs-int.com
TAABS Wheel Balancers are dependable and easy to install. We have Five Ser-ies of Balancers. They will fit 22.5” and 24.5” steers, drives, and trailers with both steel and aluminum wheels. Installation is as easy as changing your tires. TAABS mount easily behind the steer and between drive and trailer wheels.
Money Saving? Abso-lutely! Trials with fleet com-panies across Canada have demonstrated that in only 8 months, tires show at least 10% and up to 30% less wear. Trailers have shown up to 20% less wear. The savings on ten tires – aver-age cost $500 – could be as much as $1500. Over a five-year period, a truck and trailer savings could be as much as $10,300! We are so sure of our product that we offer a 5 year unlimited Mile Warranty and a 90 day Money Back Guarantee.
Increasing costs and uncertain markets are a difficult challenge for re-sponsible owner/operators and fleet managers. TABBS offers a reliable solution in an uncertain economy. In-crease truck and tire mile-age, ensure a smoother ride, and save money with TABBS. We are a Canadian owned and operated com-pany and we would be proud to serve you. We can balance your tires AND your pocketbook.
For more information, call 403.827.4044 or visit our web site www.TABBS-INT.com.V
September 2010 - ESCO introduces its new Skirt Nut
model #40125 as a re-placement for the com-mon wheel attaching nuts the 22mm x 1.5 flange nut.
ESCO Skirt Nut, for hub piloted wheels, centers the rim/tire onto the wheel and prevents dangerous “clocking”, the number one cause of loose wheels that can result in cat-astrophic “Wheel Offs”. The Skirt Nut is the only flange nut in the market that meets and exceeds Standard SAE J1965.
The Skirt Nut’s patented design, features extended
threading which allows the Skirt Nut to pene-trate into the Hub-Piloted Disk Wheel an extra 3/16” (5mm) into the stud hole preventing any move-ment which results from extra space between the stud and hub base (5mm). Coated in a graphite based sealant, unlike standard flange nuts, Skirt Nut will not rust onto the wheel/rim, causing issues when servicing or changing the wheel. One part number fits all 22mm hub piloted applications.
To maintain correct torque and clamping force, improve tire wear, and eliminate the risk
of wheel loss, 10 Skirt Nuts per wheel are rec-ommended. All Wheel attaching parts must be torqued to meet Manu-facturer’s specs accord-ing to OSHA Regulation 29CFR1950.177 “Servicing Single Piece Wheels”.
Samples of the Skirt Nut are available upon re-quest. Ship Date: Avail-able upon request. Sold in cases of 10 or 50.
Delivery: 1 week ARO, How to Purchase: Con-tact ESCO for purchasing information.
Contact Jeff Jobe, Chief Operating Officer at 352-754-1117 or email him at [email protected]
Dallas, Texas – Michelin Amer-icas Truck Tires
(MATT) is rolling out a mobile dealer-locator application for Black-berry smart phones used in the U.S. and Canada. As the first truly mobile tire-related application in the trucking industry, the new MICHELIN® Black-berry application joins the existing MICHELIN® ONCall™ emergency road service (ERS) and online dealer and service locator in Michelin’s “Wherever You Go” offering.
“Based on research into the most popular mobile platforms in the trucking industry, we launched the Blackberry application first,” said Jaye Young, U.S. Country Marketing Manager, MATT. “But the Android and iPhone appli-cations are not far behind. It’s no secret that today’s business runs in real-time, and our customers expect information literally at their fingertips—including information about where they can find Michelin tires.”
The Blackberry applica-tion provides the location of the nearest Michelin truck tire or service pro-vider, as well as basic information about that lo-cation, all from the hand-held Blackberry device. Users can call MICHELIN ONCall ERS directly from the application or search
for a provider by category, including emergency road service, travel plazas, onsite tire service or MRT retread providers. The application can provide service providers based on the user’s current GPS location or an entered lo-
cation. It also gives users the ability to call the ser-vice provider or save the provider’s information to their device’s contacts or address book.
In addition to being able to call for emergency road service directly from the application, Michelin has recently enhanced MICHELIN ONCall ERS at 1-800-TIRE-911.
“We now have direct contact with service tech-nicians in order to en-sure timely service of customers who need us, many times in the mid-dle of the night,” said Clive Guest, Emergency Roadside Service Man-ager, MATT. “We’ve also implemented very clear service metrics, so our partners are accountable for their performance. The initial response has been very positive, with call volumes increasing sig-nificantly in a very short time.”
For more information on the Blackberry app or MICHELIN ONCall, please visit www.michelintruck.com.V
who count their calories and watch their weight who are unknowingly in-gesting dangerous chem-icals as a substitute for sugar. These chemicals are very destructive and found in thousands of common low-calorie, “diet” foods.
Would it surprise you to know that a food additive you were led to believe was a harmless, benign substitute for sugar turned
out to be a damaging and often deadly neurotoxin, an additive that changes brain chemistry?
That it is a chemical that destroys the central nerv-ous system -- causing nerve transmitter disruption, brain malnutrition, and neurotoxicity? A substance that is particularly harmful to the undeveloped nerv-ous systems of children? It can cause brain dam-
age, that ranges anywhere from ADHD to neurological problems that mimic Mul-tiple Sclerosis, Parkinson’s and Alzheimer’s.
What’s worse is this high-ly addictive and cumulative substance causes serious withdrawal symptoms when stopped. You do not want to get addicted to this substance. but you may already be addicted.
This harmful chemical
substance is found in everyday foods - foods everyone likes.
It is called Aspartame (APM) and is also sold as Nutra-Sweet, Equal, Equal Measure, Spoonful and others. It is an artificial sweetener found in thou-sands of diet foods and diet drinks.
These are common foods like diet soda, sugarless gums such as Dentyne
and Bubble Gum, ‘Lite’ yogurt, Jello, puddings and pies, baked goods, sugarless jams and jellies, children’s vitamins and even medications. You’ll even find it in Slim Fast, listed as phenylalanine and in Weight Watcher’s diet foods.
The Products & services directory is your direct route to professional companies serving your local trucking market across Canada.Include your company in the directory by contacting Barb Woodward by phone at 877.225.2232, fax at 613.476.5959, email at
[email protected] or mail at 259 Salmon Point Road, R.R. #1, Cherry Valley ON K0K 1P0. Visit us online at www.woodwardpublishing.com.
Every Insurer calcu-lates the premium rate dependent on
the loss frequency and performance of the carrier along with many other factors. The activity on the claims draws a lot of atten-tion from management on both sides of the equation and has the opportunity to inflict premium increases if the loss ratio evidences deterioration. Some losses are controllable and some are unpredictable.
One area of statistically
high claims frequency payment (and perhaps abuse) refers to the ac-cident benefit provisions. As of September 1, 2010 renewal policies and new business reflect the re-duced benefits unless “buy back options” are pur-chased.
The accident benefits section of the auto insur-ance policy is protected by the Carriers WSIB cover-age. Absence of WSIB permits an attack or en-titlement under the auto-mobile policy for injury, re-
habilitation and attendant care. Any claim for injury must meet the definition of injury to which they apply i.e., minor, non-catastrophic and catas-trophic. Claims can sur-mount depending on the degree of injury. In some cases an injury does not exist however the cost to investigate or defend a claim are substantial.
Deterioration of a Car-rier’s loss ratio may dic-tate the annual insurance costs to the Carrier will be impacted and these costs
must be absorbed some-how. On a fleet where owner/operators pay their own insurance, the Car-rier may directly pass on the increased premiums. On a fleet where the com-pany pays the insurance premiums, the bottom line profit margin will be affected which too, may have a crippling affect.
Every action has bearing on the transportation firm providing employment opportunities. If one has any knowledge of claims abuse or intention to do
so, it is only prudent to protect an employer and bring these situations to the attention of manage-ment. The theory that one is claiming against the Insurer that does not burden the Carrier holds absolutely no merit.
Linda Colgan has been an Insurance Broker in the transportation indus-try since 1986 and cur-rently is a Transportation Insurance Advisor with JDIMI. To contact Linda call 416.809.3103 or email [email protected]
problème de la sécurité de la cargaison exige des in-itiatives multiples qui, en-semble, tissent un réseau de protection et de préven-tion. D’énormes pertes financières sont produites par la perte de la cargaison à la suite de tonneaux, de chargements et d’attaches impropres de biens trans-portés, pour ne pas parler du vol direct.
Au Canada, on estime que le vol de la cargaison coûte 1 milliard de dollars par an à l’industrie. Pour chaque incident rapporté, il y en a encore quatre qu’on ne signale ni à la police ni aux compagnies d’assurance. Le fait de ne pas signaler un vol cache le fait honteux qu’autant que 80% de vol de la car-gaison est le résultat d’un soi-disant « coup monté de l’intérieur ». La réaction de l’industrie est d’encourager les propriétaires et les opérateurs de flotte de vérifier la provenance des employés.
L’avis actuel indique que la compagnie devrait reviser sa politique pour s’assurer qu’un tri de tous les employés et non seule-ment des conducteurs soit obligatoire. Cette sécurité devrait inclure la discus-sion de la destination de la cargaison et la sécurité de toute documentation. On encourage les compagnies à tenir les employés re-sponsables pour la sécurité et aussi à avoir en place des pratiques qui limitent l’accès aux terminaux et aux docks inconnus. En plus, tout employé dev-rait avoir l’autorisation d’interroger tout inconnu qui se trouve sur la proprié-té et de faire une inspec-tion de camions, tels que les véhicules de location ou d’autres transporteurs, n’appartenant pas à la compagnie qui se trouvent dans le terminal. Puisque la majorité des vols arriv-
ent sur la propriété de la compagnie, on encour-age les compagnies de sécuriser leur périmètres par moyen de systèmes de surveillance, d’éclairage approprié et de promou-voir la pratique de mettre les camions en contiguité du dock et les garer dos à dos.
Ce qui rend le vol de car-gaison une activité si lucra-tive actuellement, c’est cet appetit vorace pour toutes sortes de biens. Autrefois, les voleurs cherchaient les cigarettes, l’alcool, et les électroniques, par exem-ple, alors qu’ actuellement, presque n’importe quoi - des couches de bébé, des meubles, même de la gomme - attire l’attention des criminels, dont les ac-tions clandestines leur ap-portent des profits énormes parce qu’ils peuvent dis-poser facilement de ces marchandises dans des marchés aux puces ou dans la resserre de quelque marchand qui ne pose pas trop de questions.
Il y a très peu de témoign-age que les autorités font du progrès dans l’arrêt du vol de la cargaison. Selon Freightwatch International USA, les pertes dûes au vol ont augmenté de 5% pendant la première mo-itié de 2010, en partie à cause d’une augmentation des activités de gang qui visent des vols de camions multiples et qui donnent des récompenses plus im-portantes. Dans un rapport produit par Freightwatch, le directeur général, Ron Greene a noté « Ce que nous voyons actuellement est une approche plus con-centrée par les voleurs de la cargaison qui cher-chent des vols de camions multiples et des cambrio-lages d’entrepots à grande échelle ».
Les compagnies de trans-port, entretemps, ne sont pas très motivées de faire leur propres enquêtes privées des vols de car-gaisons et la complicité des employés. Les enquêtes
privées et secrètes peuvent coùter dans les milliers de dollars, des sommes, en fait, souvent plus grandes que la valeur de la mar-chandise volée.
Ce qui contribue à la menace à la securité de la cargaison sont les sanc-tions trop légères, voir même conditionnelles, reçues par les criminels quand ceux-ci sont répérés et poursuivis en justice. La plupart du temps, le délit de vol de la cargaison reste impuni aux États Unis. Au Canada, les ressources de la mise en application de la loi en ce qui concerne le vol et la récupération de la cargaison sont ina-déquates, même dans les régions du pays où il y a un risque important.
D’un certain coté pour-tant, ces mêmes ressources de contrôle inadéquates ont encouragé des initia-tives de l’industrie. Dans certains cas, des asso-ciations, des compagnies de transport, des fournis-seurs d’assurance et des courtiers collaborent avec la police et partagent des informations sur les in-cidences de vol en ligne. De tels programmes col-laboratifs ont souvent aidé à récupéré la marchandise volée.
Regardez, par exemple, les contre – mesures au vol d’autos dans le Mani-toba, qui ont produit une baisse importante dans la fréquence de vol d’autos, particulièrement dans les régions rurales de la prov-ince. Le vol d’autos a baissé par une marge de 62% entre 2007 et 2009 grâce à deux initiatives, la pre-mière d’entre elles identifie les véhicules qui sont plus « en danger » d’être volés, et l’autre visent les jeunes les plus susceptibles de voler les autos. D’autres versions de ce programme populaire très efficace se-raient capables de produire de bons résultats dans d’autres régions du pays.
Il y a des compagnies de transport qui ont cher-
ché l’aide de spécialistes pour protéger la sécurité de leur cargaison. Boom-erang Tracking est une compagnie, peut-être la seule en Amérique du Nord equippée de technologie cellulaire, qui spécialise exclusivement dans la récupération de véhicules et de cargaison volés. Selon le représentant de la compagnie, Tim Malone, Boomerang a récupéré 7,000 unités volées au Can-ada, ce qui représente une valeur de $340 millions. Contrairement à la tech-nologie de satellite ou de celle du SPG qui utilisent un mécanisme de dépistage exposé, la technologie cel-lulaire de Boomerang cache l’antenne à l’intérieur pro-fond du véhicule. Boom-erang vend et installe des mécanismes à usages mul-tiples. Un mécanisme d’avis est utilisé pour protéger le camion, avec un deuxiéme mécanisme portatif qui protège la remorque et la charge. Cette technologie cellulaire est capable aussi d’identifier des véhicules volés et de la cargaison enterrés dans des park-ing souterrains ou dans l’intérieur de conteneurs, des avantages que les sys-tèmes de positionnement global ne peuvent pas offrir. De telles précautions peu-vent produire des primes d’assurance réduites, sans parler d’une récupération rapide des unités due à ces mécanismes de dépistage très sophistiqués et les équipes de récupération internes qu’on envoie im-médiatement dès qu’on a reçu un avis de vol.
D’autres spécialistes com-me Windshield Cam offre des options de technologie qui découragent le vol. Une unité d’enrégistrement numérique montée d’une caméra à quatre vidéos enrégistre des activités devant, derriére, et aux côtés d’un camion et d’une remorque, en route, garé dans un aire de repos ou à un arrêt routier. Le mécan-isme enrégistre 200 heures
de vidéo avant de recom-mencer automatiquement. Le Windshield Cam Video est capable aussi d’aider les conducteurs apprentis, d’enrégistrer le comporte-ment des conducteurs et d’indentifier des sections de routes dangereuses.
Pour minimiser les risques si coûteux de la cargaison, il faut aussi utiliser d’autres ressources, y compris le sens commun et la cau-tion. Comme les études montrent que les facteurs humains et les erreurs des conducteurs et non pas des echecs mécaniques sont re-sponsables de 85 à 90 pour cent des collisions sur les routes, l’expérience montre aussi que d’autres fatalités résultent du chargement et déchargement impro-pres. En 2004, par exemple, 10 camionneurs ont été tués dans des accidents de chargement dans l’état de Washington. Pour es-sayer d’empêcher ce genre d’incident, on a publié une série de contrôles de dan-ger primaires qui sont les suivants : il faut empêcher les employés de se tenir sur la remorque pendant le chargement des opérateurs des élévateurs de fourche, il faut identifier d’avance des dangers potentiels avant le commencement des opérations, il faut suivre des procédures normal-isées et il faut s’assurer que les employés restent à distance des remorques et du voisinage pendant le chargement des camions.
En fait, la sécurité de la cargaison est devenue prioritaire en 2010 avec la mise en place de nouvelles normes installées dans le Code canadien de Sécurité 10 (CCS 10) exécuté par le Conseil canadien d’adminstrateurs du trans-port motorisé. Les nou-veaux règlements suivent un nombre d’accidents graves causés par des at-taches de qualité inférieure. Certaines compagnies de transport, essayant de modérer leurs dépenses ont cherché des attaches
moins cher aux sangles de mauvaise qualité cousues d’un fil inférieur. Des soucis financiers aussi ont poussé d’autres compagnies à at-tacher de nouvelles sangles à une quincaillerie usée.
La réponse à cette situa-tion, dans la forme de nou-veaux réglements, inter-dit l’utilisation d’attaches sans étiquette après le 1er janvier 2010. Toutes les provinces et les territoires se sont mis d’accord qu’il y aura mise en place de ces réglements qu’à titre formatif pendant un an, c’est- à-dire jusqu’au 1er janvier 2011, ce qui veut dire que les compagnies de transport ne seront pas passibles d’amende pen-dant cette période. ( Les infractions éventuelles ser-ont, pourtant, notées au cas ou l’usage impropre du minimum d’attaches exigé a posé un risque de sécurité.) Après la date limite de janvier 2011, la conformité complète aux règlements sera exigée. Les règlements exigent une étiquette du manufacturier qui indique la force des at-taches (Working Load Limit ou WLL) de l’assemblage.leS réGleMeNtS DISeNt
qUe :
« Une étiquette portant les informations du manufac-turier et le taux du WLL de l’assemblage complète des attaches doit être attachée. Chacun des composants de l’assemblage n’aura pas besoin d’étiquette si le taux de l’assemblage entière est fourni. Dans l’absence d’un taux pour l’assemblage en-tière, le WLL pour assem-blage sera basé sur le plus bas des WLL qui apparait sur un des composants.
Du vol de la cargaison – qu’on estime à une valeur de $10 milliards par an aux États Unis et à $30 milliards par tout le monde – aux coûts associés au chargement impropre et à la sécurisation des mar-chandises, les risques en-demiques requièrent une approche coordonnée et compréhensive.V
OctOber 2010 33
theMe DU MOIS: lA SécUrIté De lA cArGAISON
Les Menaces À La Sécurité De La Cargaison Exigent Une Approche Intégrée
manitoBa
aRBoRg
Petro cANAdA-Petro PAssHighway #7 & #68, Arborg, MB
Tel: 204.376.5593Fax: 204.376.5587
Open 24-7, drivers’ lounge & game room, convenience store & parking
BeausejouRPetro cANAdA-Petro PAss
400 Park Avenue,Beausejour, MB
Tel: 204.268.2223Fax: 204.268.4749
Open 24-7, convenience store & parking
BRandonBrANdoN Husky trAvel ceNtre
1990-18th Street North,Brandon, MB R7C 1B3
Tel: 204.728.7387www.myhusky.ca
MoRRisPetro cANAdA-Petro PAss
217 Main Street,Morris, MB
Tel: 204.746.8967Fax: 204.746.6008
Open 24-7, full service islands, drivers’ lounge & game room,
Drivers’ lounge & game room, convenience store, laundry facilities,
showers & CAT scale.
london
flyiNg m truck stoP
7340 Colonel Talbot Road,London, ON
Tel: 519.652.2728Fax: 519.652.6554
Email: flyingmtruckstop.comOpen 24 hrs, 6 days, full service
islands, drivers’ lounge, restaurant, convenience store, ATM, internet
services, showers, garage on premises & parking
34 OctOber 2010
Welcome to our NEW, complimentary Truck STop DirecTory. We want to help truckers and travellers find the nearest truck stop on route to their destination. For details on how you can list your truck stop, call Barb Woodward at 877-225-2232 or email Barb at [email protected].
Western ontario
london
loNdoN Husky trAvel ceNtre
Hwy 401 & 74 (Exit 195 off 401)Belmont, ON
Tel: 519.644.0200www.myhusky.ca
Milton
fiftH wHeel truck stoP
40 Chisolm Dr. (Hwy 401 Exit 320)Milton, ON L9T 3G9Tel: 905.878.8441Fax: 905.878.9376
Open 24 hrs, diesel fuel, convenience store, CAT scale, Blue Beacon truck
wash, ATM, lube shop, Sunoco & Irving Cardlock, full service fuel
every advantage in today’s tough economic environ-ment. Thanks to Volvo Trucks, they have access to innovative technologies to boost fuel economy, safety and driver productivity. Three Volvo systems were in the spotlight during a special customer event in Canada held September 9-10, 2010.
The Volvo Trucks En-hanced Technology Event in Canada demonstrated Volvo Enhanced Stability Technology (VEST), Volvo Enhanced Cruise (VEC) and I-Shift – technologies that have been shown to improve efficiency and safety. The event was held at the Waterloo Regional Emergency Services Train-ing & Research Complex in Waterloo, Ontario.
Representatives from Volvo Trucks showcased the three systems and of-
fered a roll-over simulation experience as well as a Ride-and-Drive opportun-ity.
Volvo Enhanced Stability Technology (VEST) is one of the most important ad-vancements in truck safety. As a standard feature on all Volvo trucks since 2005, VEST assists the driver in maintaining control dur-ing emergency manoeuv-res and braking events, dramatically reducing the likelihood of a rollover, jackknife or loss of control. VEST sensors quickly and accurately detect a danger-ous driving situation and respond by automatically reducing engine torque, applying the engine brake and activating the neces-sary wheel-end brakes more rapidly than a driver can respond.
With Volvo Enhanced Cruise (VEC), cruise control becomes a powerful safety feature. Implementing the latest in advanced colli-
sion avoidance technology, the system works with a truck’s cruise control to maintain a safe following distance between vehicles, even in adverse weather and visibility conditions. Using radar sensors, VEC monitors vehicles moving in front of and to the side of the Volvo truck. With the ability to detect up to 32 objects within 500 feet in front of the truck, VEC alerts the driver to poten-tial danger and even auto-matically slows the truck to avoid a collision.
In simple terms, the Volvo I-Shift is 12-speed, two-
pedal automated trans-mission that integrates seamlessly with all Volvo engines. With the deploy-ment of intelligent elec-tronics, I-Shift is actually a fuel-saving, productivity boosting, driver satisfac-tion and safety-enhancing technology. Using micro-processors, Volvo I-Shift continuously monitors changes in grade, vehicle speed, acceleration, torque demand, weight and air resistance. With the en-gine and transmission in constant communication, I-Shift automatically se-lects the best gear for the
engine.I-Shift improves safety
by reducing driver fatigue. The driver can focus on the road, making turns, avoiding other traffic and the like without worrying about being in the right gear on the right grade at the right time.
Volvo Trucks North America’s operations and products are guided by the company’s three core values: Safety, Quality and Environmental Care. The Volvo VN and VHD trucks are assembled in
the United States at the New River Valley Plant in Dublin, Virginia, while Volvo engines for North America are assembled in Hagerstown, Maryland. Both plants are certified to ISO14001 environmental and ISO9001 quality stan-dards.
For further informa-tion, please contact John Mies of Volvo Trucks North America, phone 336 .393 .4300 , emai l [email protected] or visit www.volvotrucks.us.com.V
Checking out idled trucks used for spare parts during
the economic downturn before they return to ser-vice will be particularly important after new fed-eral safety regulations go into effect in the Fall of 2010, said Chris Harrison, general manager of CIT Kenworth of Morton, Ill.
In 2010, the Federal Mo-tor Carrier Safety Admin-istration (FMCSA) imple-ments the Comprehensive Safety Analysis 2010 (CSA 2010) program, www.csa2010.fmcsa.dot.gov which places greater sig-nificance on truck main-tenance and includes more stringent penalties for violations.
Harrison and managers from CIT Group Inc. loca-tions in Joliet and Normal, Ill., offer truck operators several recommendations to accomplish that review from their own customers’ experiences.
Andy Cox, service man-ager for CIT Kenworth of Chicago in Joliet, Ill., said the practice of using idled trucks for spare parts was common among a variety of customers from line haulers to construction companies.
Cox recommends a parts inventory and fleet main-tenance tracking program, something like the Pre-mierCare Connect system offered by Kenworth Truck Company. The Connect system is particularly use-ful because they can help fleets keep track of needed repairs, particularly ones identified by the drivers, which CSA 2010 will re-quire. They also link the company’s service de-partment directly to the parts department at the local dealer, Cox said. The hosted system can then be set to automatically order high-demand parts.
“One of the issues we run into is where parts have been taken off of sidelined trucks, but no records were ever kept of which parts were re-moved,” Cox said. “So if they took a fuel pressure
sensor, for example, and no one wrote it down, then nobody would notice until somebody tried to start the truck.”
The new CSA 2010 pro-gram identifies 10 dif-ferent groups of parts and accessories that the government considers critical for safe operation. Among them are lamps, reflective devices, electric-al wiring, brakes, glazing and window construction, fuel systems, coupling devices including fifth wheels, miscellaneous equipment such as heat-ers, and frames, cab and body components. So, for any sidelined trucks that fleets will return to ser-vice, Harrison and Scott Dehm, body shop man-ager at Central Illinois Kenworth in Normal, also recommend the following steps:
1) Check the fuel tanks, fuel lines, and fuel filters before putting idled trucks back into service. Dur-ing the winter, water or moisture can condensate on top of the fuel tank from the fuel constantly freezing and thawing. The lower the fuel level in the tank, the bigger the problem can be, he added. The algae forms from the condensation, not on the diesel fuel itself, but it can contaminate the fuel.
2) Do not use diesel additives to treat algae in a fuel tank. The truck should be towed to a re-pair facility that can drain the fuel tank, the fuel pump and fuel lines, prop-erly dispose of the con-taminated fuel and clean the injectors and filters, he added. Using additives inside the tank can make the contamination prob-lem worse, particularly if the truck has a 2007 model or newer engine. Newer engines depend on a fuel with very low sulphur content in order to meet the strict emis-sion limits set by the U.S. Environmental Protection Agency or the California Air Resources Board.
3) Replace damaged fuel
tanks with OEM-quality replacement tanks. TRP Aftermarket Parts offers replacement fuel tanks made by an ISO-certified manufacturer that uses the same thickness and grade of aluminium stan-dards called for in OEM manufacturing.
4) Check engine oil seals. When trucks sit for long periods of time without being routinely started and allowed to run for brief amounts of time, the rubber in the seals can actually dry out and deteriorate.
5) Examine drive belts, hoses, fittings and adapt-ors, plus the exhaust sys-tem for leaks. If they need to be replaced, choose quality replacements like those offered by Dynacraft and TRP®.
Harrison said before re-turning an idled truck to service, it should al-ways be checked out by a trained qualified tech-nician since CSA 2010 establishes vehicle main-tenance as one of seven categories under which carriers will be examined. Harrison and Dehm also recommend a number of maintenance steps truck operators and mainten-
ance managers can take to be prepared for CSA 2010:
6) Wash the truck and trailer routinely, particu-larly during the winter season to remove chem-ical de-icers and road salts from trucks and trailers. Routine washings not only prevent corrosion of the body, they also prevent build-up and potential damage to the truck’s and trailer’s electrical system and wheel components including brakes. Routine washings also help pre-vent build up of road salts on fifth wheels, which can cause them to seize up. Quality brake compon-ents, like the spring brake chambers offered by TRP
Aftermarket Parts, feature coatings that protect them from rust jacking caused by chemicals and road salts. However, allowing calcium chlorides and salts to settle on truck and trailer parts for long per-iods of time can encour-age premature damage, particularly if any cracks or chips develop in the protective coating.
7) Develop a routine maintenance program for trailers that includes periodic inspections and replacement of trailer brakes such as the spring brake chambers offered by TRP. Trailers often sit unused for long periods of time in truck operations.
8) Consider a replace-
ment program for truck, tractor and trailer lights. New light emitting diode (LED) lighting products, like those available from TRP Aftermarket Parts, can enhance detection of the vehicle or trailer when it’s parked in a dark or dimly lit parking lot or on the side of a road, some-thing that’s particularly important in the dead of winter.
9) Follow engine manu-facturers’ recommenda-tions for regular valve adjustments and DPF filter cleanings, like the FSX cleaning service provided by participating Kenworth and Peterbilt dealers for trucks equipped with 2007 or later compliant emis-sion systems.
10) Conduct regular an-alysis of your engine oil condition. This can help you identify potential fail-ures prior to a major ex-pense or downtime.
“As with any vehicle or trailer, regular preventive maintenance properly conducted can identify the potential for problems in the shop before they occur on the road or become a violation of the new fed-eral regulations,” Harrison said.V
Beginning Septem-ber 14, 2010, the license plate read-
ers will be installed in each of the three primary inspection lanes at the Cornwall border.
The installation will take
place between 9:00 p.m. and 9:00 a.m., Monday through Thursday and Saturday from midnight to 9:00 a.m. Two lanes of traffic will remain open for traffic as needed during the installation. License plate readers capture vehicle
plate numbers to provide border services officers with information about the vehicle registration, ownership and passage history. Travelers may experience some delays during the installation and are reminded to take this into account and plan their border crossings accord-ingly. CBSA will introduce security gates in the Pri-mary Inspection Lanes at the interim port of entry in the city of Cornwall ef-fective September 7, 2010. The security gates, along with previously installed speed bumps, will assist with traffic control and the safety and security of officers and pedestrians in the general vicinity of the port of entry. Following routine questioning by border services officers, the security gate will be raised to enable travelers to proceed to the second-ary inspection area or to exit the CBSA compound as instructed by the offi-cer. The security gates are similar to ones already in
place at CBSA port of entry operations in other parts of Canada.
Regina, Saskatchewan, September 9, 2010 – CBSA and the RCMP have dis-mantled a significant marijuana growing oper-ation in the community of Grenfell, Saskatchewan. On September 7, 2010, a traveler seeking entry into Canada at the Goodlands, Manitoba border cross-ing, was located approxi-mately 400 km southeast of Regina. CBSA officers referred the traveler for a secondary examination. During this examination, a small amount of sus-pected hash was located in the individual’s vehicle along with documents to suggest the presence of a growing operation in Saskatchewan. A 29-year-old male from Calgary, Alberta was arrested at the border. He was taken into custody with the assistance of the RCMP Killarney detachment in Manitoba, prompting an investigation of a property.
On September 8, 2010, RCMP executed a search warrant on the property, an abandoned theatre in Grenfell, Saskatchewan, located approximately 125 km east of Regina. Inside, RCMP officers found ap-proximately 416 mari-juana plants in all stages of growth. The marijuana growing operation used a sophisticated and auto-mated system to support the marijuana plants.
Niagara Fort Erie Region - $325,000 cocaine seized at the Queenston Bridge. September 2, 2010, CBSA officers seized the 2.5 kg along with a gun in pos-session of two residents from the Greater Toronto Area seeking re-entry to Canada during secondary screening with the as-sistance of Detector Dog Ruben and his handler.
MV Sun Sea Migrants – August 23, 2010 - The safety and security of Can-adians remains a priority for the Government of Canada and the Canada Border Services Agency. CBSA is exercising due diligence in the screen-ing of all irregular mi-grants for both security and criminal threats. The adult migrants have been transferred to appropri-ate accommodation and detention facilities on the Lower Mainland where the CBSA is conducting more detailed examina-tions to determine admis-sibility. Minors are not in detention; accompanied minors will remain with their mothers in low-risk facilities and wherever possible will be accommo-dated together. In the best interest of the children, unaccompanied minors have been released to the B.C. Ministry of Children and Family Development and are being cared for in a safe and secure facility.
Dawn True l l i s t he President of Cross Border Services. For further infor-mation on any cross border issues please contact [email protected], www.crossborderservices or call 905.973.9136.V
I wrote a column some time ago regarding the manner in which some
provincial offences courts implement processes that seem to be designed to discourage you from con-testing a traffic ticket, or trucking offence. I think it is worth mentioning again.
Some years ago the ad-ministration of Provincial Offences (tickets etc.) was downloaded from the prov-ince to the individual mu-nicipalities. Along with this responsibility came the revenue generated by the fines that result from con-victions for these offences. Now let’s not kid ourselves, this is huge revenue for the municipalities. Try to remember the last time you heard a mayor (not to mention any names) that did not complain about a lack of funding from the provincial and or federal governments. Does it not make sense that the mu-nicipalities would want the revenue from traffic tickets to be kept as high as pos-sible?
With this in mind, think about the last time you re-ceived a ticket from an MTO Officer, or Police Officer at the side of the road. It used to be that if you wanted a trial, you simply indicated that on the reverse side of your ticket and mailed it in to the court. You then received a Notice of Trial in the mail and you or your representative attended the court on trial date. This seems pretty straight for-ward.
Now however, some mu-nicipalities have rules that seem to have drifted away from this straight forward process. In some munici-palities, you can no longer
mail your intention to chal-lenge the officer’s evidence. If you get a ticket, you may see on the reverse side of the ticket, the words Do Not Mail. You or your agent MUST appear at this court in person. This is all well and fine if you happen to live within close proximity to the court where your matter will be heard. For most drivers, this presents a problem. For example, if you receive a ticket in Windsor and you live in Oshawa do you drive back to Windsor to request a trial date or do you hire someone to file the ticket for you? Now I would generally advise that you hire someone with experi-ence to contest your ticket for you, BUT that does not mean that you should be forced to do so.
What this inconvenience does is it puts defendants in the position of feeling as though the process is just too complicated and that they may as well just pay the ticket. Now if I was a cynical individual, I might think that this in-convenience may have been designed to achieve this very result, given that the municipality does not need to go to the expense of actually having to prove the charge against you, and the municipality receives the revenue from your pay-ment. Do these municipal-ities not receive mail at all, or just not from someone contesting a source of rev-enue? Never mind that the Charter of Rights and Freedoms guarantees your right to a trial.
Even when you decide to attend the court to file the ticket for a trial date, this can be very time consum-ing. It is not unusual, at many courts to wait in line for 30 – 60 minutes to file your ticket. This is usually because there are simply not enough clerks available to serve you any faster. Is this just a coincidence or is this another way of discour-aging you from contesting your ticket? Why hire more clerks when it is much more profitable for people to sim-ply pay their fine instead of
contesting their charge? In the end, many defendants feel that it is just not worth contesting the ticket.
Bear in mind however that simply paying a ticket may save you the time, effort and inconvenience of contesting it, but the potential increase in insur-ance premiums may make you rethink that when it is too late. Remember that in-
surance premiums, demerit points and CVOR points are what keep people in my business employed. Let’s also not rule out the fact that you may not be guilty of the offence.
There are other “in-conveniences” that are too numerous to mention in this one column, that may discourage someone from contesting their ticket.
None of these inconven-iences can be justified in my view, especially given that you have a right to a trial. What is my advice? If you get a ticket, take advantage of the free consultation offered by me and other paralegals and get the facts before deciding to simply pay your ticket. Things could get very costly after you pay the fine and the
municipality in question may be more concerned about revenue than your rights.
Mark Reynolds is a for-mer truck driver, MTO En-forcement Officer, Provincial Trainer and Enforcement Coordinator and can be reached at OTT Legal Ser-vices at 416.221.6888 or at [email protected]
OctOber 2010 41
leGAl MAtterS
Discouraging You from Exercising Your Rights
eMPlOyMeNt
September 1, 2010 - Ontario Trucking Association (OTA)
and Volvo Trucks Can-ada are now accepting nominations for the 2010 OTA/Volvo Trucks Can-ada Ontario Driver for the Year. If you have a driver who deserves to be recognized because of their collision-free driv-ing record and exemplary
professionalism both on and off the road, you are encouraged to fill out a nomination form (below) and submit it by the deadline of October 18, 2010.
WhO IS elIGIble?
A professional truck dr iver who has been regularly employed for the past five years and during that period en-
countered no prevent-able co l l i s ions . This award program is open to company drivers and owner-operators con-tracted to OTA member companies.
Other criteria for the driver: is he/she a profes-sional in every sense of the word, has an exem-plary driving record, ex-tends courtesy to other
road users and puts road safety before all else?
The judges value evi-dence of the following: active participation in highway safety programs and initiatives, Truck Driving Championships, Driver Training Programs, First-aid Courses, ex-amples of unusual cour-tesy extended to other road users, customer
commendations and acts of bravery or kindness arising out of highway incidents.
Ontario’s Driver of the Year Receives an attract-ive keepsake plaque en-graved with the recipi-ent’s name and a cheque for $500 courtesy of Volvo Trucks Canada and a trip to the OTA Convention in Toronto for the driver and
a guest where the award will be presented.
Submi t nominat ion form to: Ontario Truck-ing Association, Com-munications Department, 555 Dixon Road, Toron-to, ON, M9W 1H8, call 416.249.7401 x. 247 or email [email protected]
September, 2010, The OTA Education Foundation has ex-
tended the deadline for qualified individuals to apply for a scholarship that recognizes the profes-sionalism of Ontario truck drivers.
The scholarship will aid one university or college student who is a son or
daughter of a professional truck driver who has been killed or seriously injured while driving a commer-cial vehicle on the job.
Deadline for applica-tions is October 31, 2010. Download an application form and additional infor-mation at: www.ontruck.org/educationfounda-tion.
For the 2010/2011 aca-demic year, a scholarship of $2,000 is available for one student who will be selected by the OTA Edu-cation Foundation.
To be considered for the 2010/2011 academic year, applicants must be enrolled in or registered to attend a recognized Can-adian university or college
on a full-time basis, and be under the age of 25 as of January 1, 2010.
The application process also requires the inclusion of letters from both the student applicant as well as the employer/carrier
of the applicant’s parent. Details are provided in the application.
The OTA Professional Driver Memorial Scholar-ship is awarded annu-ally and funded by an en-dowed fund administered
by the OTA Education Foundation. For further information, contact the executive director of the OTA Education Founda-tion, Betsy Sharples at [email protected]
42 OctOber 2010
OtA & vOlvO trUcKS cANADA
Search Begins for Ontario Driver of the Year
OtA eDUcAtION FOUNDAtION
Scholarship Application Deadline Extended
EmploymEnt
From the
Driver’s SeatBy: Carl mCBridE
New Rest Stops
We a l l k n o w a b o u t t h e 23 new rest
stops on the 400 series highways in Ontario. We have three questions this month :
“How do you feel about rest stops with parking spaces for trucks and trailers that are marked incorrectly? “
“What are your com-ments concerning some rest stops with no diesel fuel for trucks to fuel up?” and
“Will you support in-dependently owned truck s tops or government owned rest stops?”
We asked several drivers this question and were quite pleased about their take on security in the trucking industry today.
• • •
Please submit your ques-tions and feedback to [email protected]. I will be glad to ask the question, search for the answer and publish the results.V
Ian Beecroft of Skel-ton Truck Lines, from Sharon, Ontario. Ian stated that he and his fellow drivers will not support the new rest stops if it turns out that they do not want our busi-ness. “old school” truck stops know more about looking after both trucks and their drivers. He also pointed out that when more and more trucks have computers in them, these rest stops will need parking places for trucks who have no choice and must find a place to park during down-time.
talwInger SIngh of Trans X Transport from Aberfoyle, Ontario. Tal-winger explained that at Trans X they drive straight through from terminal to terminal and if they need to stop for a rest they stop at Pipeline or Petro Pass yards, so these new rest stops do not factor into the Trans X schedules.
allISon nIcholSon of Nicholson Transport from Clearview, New Brunswick. Allison stated that he supports truck stops not rest stops. Truck stops serve comfort food not fast food. If the new rest stops do not want the trucking business, so what.
rIchard weltz is a retired driver from High-land Transport, from Markham, Ontario. “Old school truck stops have been around a lot long-er than the government highway rest stops.” Ri-chard stated. When he travels today he thinks ahead of where the best truck stops are so he can eat well on the road.
September 9, 2010, T h e C a n a d i a n T r u c k i n g H u -
man Resources Council (CTHRC) and the Can-adian Trucking Alliance (CTA) and the provin-cial trucking associations have teamed up to pro-duce a profile of the truck-ing industry that will air on an upcoming episode of The Profile Series, an award winning informa-tional TV series hosted by Lou Gossett Jr., and distributed in the USA to CNN, Bravo and via the Internet. The CTHRC-CTA production will air in Can-ada on a yet-to-be final-ized national network. The broadcast version of the profile will also be posted to popular social
networking sites such as You Tube, Google Video, etc. However, viewers can get a sneak peak of a customized version of the profile by visiting the CTA website at http://www.cantruck.ca/media/clip/cta.html. The OTA ver-sion of the program can be viewed by clicking http://www.ontruck.org/media/clip/ota.html.
Linda Gauthier, Execu-tive Director of the CTHRC says “the purpose of the production is to showcase the Canadian trucking in-dustry and its many career opportunities.”
One of the key reasons for partnering with The Profile Series is that the company seeks out sta-tions and internet venues
that appeal to a younger demographic. “We’re at-tempting to promote the industry to a younger demographic,” says David Bradley, CTA’s President and CEO. “We need to at-tract more young people to the industry so it’s logical that we would use media that they are more likely to tune into.”
The stars of the show are the people of the Canadian trucking industry who ap-pear in the profile and do a great job of promoting the various jobs and ca-reer opportunities on of-fer. They include drivers, mechanics, driver train-ers, administrators and company owners. They are all from companies
that provided much-need-ed sponsorship for the project: Bison Transporta-tion of Manitoba, Rosenau Transport of Alberta, Rob-ert Transport of Quebec and Cavalier Transporta-tion, Challenger Motor Freight, Jeff Bryan Trans-port, Manitoulin Transport and Rosedale Transport of Ontario.
Financial support was also provided by the Al-berta Trucking Associa-tion, the Atlantic Prov-inces Trucking Associa-tion, the British Columbia Trucking Association, the Manitoba Trucking Asso-ciation, the Ontario Truck-ing Association and the Saskatchewan Trucking Association.V
Everyone knows that juggling the responsibilities of
work, bills and family can be quite the balancing act. That’s especially true for those who make their liv-ing on the open road. But as a team driver, there’s also plenty of opportunity to turn that juggling act into financial success. And if anyone is able to provide team drivers the stability needed for that success, it’s Schneider
National.“Throughout the years,
Schneider has grown into a position of leadership within the industry and, in turn, is able to offer drivers various employ-ment options across our expanding portfolio of services,” said Mike Hinz, Vice President of Driver Recruitment. “One of the most profitable positions at Schneider is working on our expedited line of business as a team
driver. Our team drivers start at a premium pay, and we offer bonuses for safety and service per-formance.”
Schneider takes teams seriously and has enacted programs so that their team drivers can be as successful as possible. These programs include:
* Train Your Partner: Ex-perienced drivers literally train their partners and receive a referral bonus.
* Team Advisor Board:
Schneider gives team drivers in the zero-to-90-day employment window access to experienced drivers to answer ques-tions and help make the transition to teams as smooth as possible.
* Elite Team: This pro-gram recognizes drivers for service, cost attain-ment, safety and util-ization. Schneider Team drivers who are members of the Elite Team average 1,200 miles a day.
In addition to train-ing and success-reward-ing Team programs, all Schneider team drivers enjoy the benefits of pre-dispatched and priority freight, dedicated dis-patch teams, quarterly bonuses for Haz-Mat, and access to Schneider’s 24 operating centers that are home to TVs, showers, laundry services, workout facilities and fuel and maintenance shops. Plus, the freight Schneider team
drivers haul is 99 percent no-touch and 70 percent drop-and-hook. And their drivers get plenty of time at home. This powerful combination creates a stable environment for drivers who want more miles and less hassle.
If you’re interested in learning about the team driving opportunities with Schneider National, please visit www.schneiderjobs.com or call 800.44-PRIDE (800.447.7433).V
SchNeIDer NAtIONAl trANSPOrt
Delivering Stable Ground for Teams to Balance Work & Home
cthrc & ctA
TV Showcase of Trucking Careers for Younger Demographic
It wasn’t that long ago that I wrote my editorial on the GST
dropping from 6 to 5%, reminding owner/oper-ators that GST cheques would be coming in lower than what they may have become accustomed to. Now, owner/operators living in British Colum-bia or Ontario will be receiving larger average cheques this quarter and in the future, but for dif-ferent reasons. What do I mean?
For ‘carded’ owner/operators who were ex-
empt from paying PST on items such as repairs, parts, and trucks, you have been paying it since July 1st. During the past quarter purchases on any major item would have been a very noticeable, painful increase. You are now paying more for everything. Your HST cheques will be higher, however this is not a windfall because you have been paying the increase in taxes of HST and are just being reim-bursed for it.
For owner/operators with no cab card, you have been paying PST for what may seem like the beginning of time. You should be receiving a larger cheque than in the past! The simplest explanation for that is with the taxes now be-ing harmonized, (British Columbia and Ontario the most recent provinces to
join), this is in your fa-vour. This is probably the only time that the playing field has been level be-tween owner/operators who cross the border, and those who prefer to drive only in Canada.
Now that the HST re-fund cheques will be lar-ger, this is a great time to open up a Tax Free Savings Account (TFSA). The interest earned is not taxable and the funds in the savings account will help towards paying off any monies owing on next year’s tax return.
Kelly Potvin is an ac-credited Bookkeeper/Tax Preparer who has been in the accounting business for 20 years. Based out of Cardinal, ON she is located within a mile of the 730 Truck Stop. For more information please visit www.itsallabout-numbers.com or call her at 613.340.8409.V
by chAPlAIN leN reIMer
Lord God all-power-ful, who is l ike You? Psalm 89:8,
“Oh Lord God of hosts, who is like You, Oh mighty Lord? Your faithfulness also surrounds You”. Let us ponder the achieve-ment of God. He doesn’t condone sin, nor does He compromise His standard. God does not overlook our sins, or consider them triv-ial or harmless. We need to understand; sin has a price and must be dealt with. God does comprom-ise or make a concession by mutual agreement. We
must request God’s for-giveness for our wrong doings and sins; God does not alter His standards. He doesn’t ignore our rebel-lion, nor does He relax His requirements. When one of our family members rebel against us, we cannot alter our requirements so they no longer rebel.
In a similar way God sets the standard and it cannot and will not be altered. God and sin have nothing in common; they are opposite and can only be resolved through Jesus’ death on the cross. We find in the gospel of John 14:6, Jesus said to him, “I am the way, the truth, and the life. No one comes to the Father except through Me”. We further read in Ephesians 2:8, “For by grace you have been saved through faith, and that not of yourselves; it is the gift of God, not of works, lest anyone should boast”. We find another
wonderful verse in I John 1:9, “If we confess our sins, He is faithful and just to forgive us and our sins and to cleanse us from all unrighteousness”. Rather than dismiss our sins, He assumes our sins and incredibly, sentences Himself.
God does not dismiss or overlook our wrongdoing. We read in the gospel of John 3:16, “For God so loved the world (mankind) that He gave His only begotten Son, that whoever believes in Him shall not perish but have everlasting life”. So Jesus took upon Himself our sin, past, present and future. So in that way, He sentenced Himself for our wrongdoing. Friend if you are not absolutely certain of spending eternity in heaven, then read this article again and secure your place in heaven.
Beside this article, we have provided an example of
what should be on the Liability Form. This form is important to have to protect you when dealing with the MTO when you are stopped for an in-spection because it could cost you a minimum of $7,000.00 to replace the computer not including loss of work. You can also find this form on our website at www.thetruck-ersvoice.ca.
After several calls with Mr. Lee Gratta and receiv-ing all of the important documents about his win over the Ontario Ministry of Transport (MTO) it has become apparent that his case was about Section 82.1 (5) of the Ontario Highway Traffic Act. In short it states that you are required to assist the offi-cer or agent when asked. When they asked him to assist them this was the Government’s attempt to limit their liability if something was to cause damage to the truck com-puter. They could claim that the driver installed it and the driver must have done something to have caused the damage.
Mr. Gratta has 25 years working with computers so he was able to testify as an expert witness. The Judge stated that the “benefit of the doubt” goes to Mr. Gratta’s 25 years of experience over the MTO’s three hour crash course. Since then the Ontario Government has filed a Notice to Ap-peal the Decision. We have posted the judge-ment on our website.
Section 82.1 (5) should have been thrown out because when it was written, the MTO was operating the scales with only one person. This was at a time when the truckers and the MTO had respect for each other. The policy of the MTO is now that there must be a Supervisor on duty along with an agent when
open.You may not be aware
that there are two very different regulations that regulate the trucking in-dustry. The first one is the Provincial Regulation for trucks that stay within the Provincial borders. The second Interprovincial Regulation is for trucks that travel outside of Provincial borders. There are many differences in the two regulations. For example, the “speed lim-iter” regulation and the “smoking in commer-cial trucks” regulation do not apply within Federal Regulations; however the Federal government did review the speed limiter studies that the Ontario Trucking Association put forward. The Federal gov-ernment stated that OTA studies did not support their claim, but the On-tario government seems to the study.
As we have seen, the Ontario government has chosen to use only Prov-incial Regulations. All of the Provincial Govern-ments have signed agree-ments with the Federal government and agree to enforce Federal Regu-lations with regard to Federal Carriers.
The Ontario government has chosen to disregard their agreements with the Federal Government by enforcing regulations such as no smoking in commercial trucks, CVSA Rules and speed limiters, etc. This has led to the Ontario Government to not only undermine the Federal Government but also our Civil Rights.
B e f o r e t h e e n d o f this year, The Truckers Voice will be filing an action against the MTO for slander and defama-tion against it members in a class action. It has become clear that after many letters and conver-sations with the MTO they have refused to work with us dealing with the Com-mercial Vehicle Oper-ator’s Registration (CVOR ACT). The MTO uses all
information from the first day a certificate is issued including warnings which you can’t dispute, inspec-tions and audits to prove that you are a non-com-pliant carrier.
In a conversation with Mr. Lloyd Blower from the Alberta Ministry of Transportation, I was told
that Alberta is starting to use the same practices as the MTO. They are going to use all the informa-tion they gather through the Commercial Vehicle Safety Compliance from the time a certificate is issued a CVSC to prove that you are a non-com-pliant carrier.
We have an update in the case of Foreshew vs MTO. They have met at mediation and I received a call from Mr. Foreshew who was a little upset. After I discussed the re-sults from the mediation with Mr. Forshew, we are pleased about taking this to Court to prove our case
on the record.I f you be l ieve i t i s
time to stop the abuse of your rights or if you wish to join our class action to become a mem-ber, call Peter Turner at 1.613.831.1332 or visit the Trucker’s Voice web-site at www.thetruck-ersvoice.ca.V