Eastern nov dec final 2014 web

For additional information E-mail or Call Kriska Toll Free:

[email protected] / 800.461.8000 Ex 5252 / kriskajobs.comFor additional information E-mail or Call Mill Creek Toll Free:

[email protected] / 800.265.7868 / millcreek.on.ca

Kriska wishes to offer a warm welcome to the owner operators, companydrivers, and office associates of Mill Creek Motor Freight – we willachieve great things together!

As two of the most decorated carriers in Canada, Kriska and Mill Creekoffer professional drivers and owner operators more choice than ever:short haul, long haul, dry van, reefer and flat deck. Connect with us tofind out why our voluntary turnover is the lowest in the industry.

Kriska Recognizes That Experience Goes a Long WayA Total Transportation Solution

KRISKA: ON THE ROAD, ONLINE! Transportation / Logistics / Warehousing

A PROUDCANADIANCARRIERSINCE 1978

HMG_KRISKA_Nov14 Desi_17x11_Layout 1 14-10-14 2:40 PM Page 1

NOVEMBER / DECEMBER 2014 3

For additional information E-mail or Call Kriska Toll Free:

[email protected] / 800.461.8000 Ex 5252 / kriskajobs.comFor additional information E-mail or Call Mill Creek Toll Free:

[email protected] / 800.265.7868 / millcreek.on.ca

Kriska wishes to offer a warm welcome to the owner operators, companydrivers, and office associates of Mill Creek Motor Freight – we willachieve great things together!

As two of the most decorated carriers in Canada, Kriska and Mill Creekoffer professional drivers and owner operators more choice than ever:short haul, long haul, dry van, reefer and flat deck. Connect with us tofind out why our voluntary turnover is the lowest in the industry.

Kriska Recognizes That Experience Goes a Long WayA Total Transportation Solution

KRISKA: ON THE ROAD, ONLINE! Transportation / Logistics / Warehousing

A PROUDCANADIANCARRIERSINCE 1978

HMG_KRISKA_Nov14 Desi_17x11_Layout 1 14-10-14 2:40 PM Page 1

NOVEMBER / DECEMBER 20144

11 Hours of Service Rules Biggest Headache for Executives13 Wireless Roadside Inspections A Reality?14 Driver Shortage escalating operating costs17 FMCSA outlines priorities 22 Insurance Survey Reveals Canadians Still Drive Using Smartphones24 The amazing difference between halogen and LED headlights.28 Should drivers skill match equipment or should equipment match the drivers skill level?

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CONTENTS

A One Financial .................................. 27Benson Tire .......................................... 19Bloomfield Truck Stop .......................... 21Castrol Heavy Duty Lubricants ............. 7Challenger.............................................. 5 Cool Heat Truck Parts ............................ 25Espar Heaters ....................................... 11G & G Trucking Solutions .................... 31Glasvan Great Dane ......................... 13Hendrickso......................................2,3Howes Lubricants ................................ 9J D Factors ........................................... 17Kriska Transportation ............................ 2,3Mercado Capital Corporation ......... 15, 41Michelin...............................................47National Safety Code Complaince ....... 33Neetu Dhaliwal - Remax ................... 39Peterbilt ............................................... 48Quick Truck Lube ................................. 29RD Truck & Trailer Repair ............... 34Sarnia Service Centre .......................... 21Tiger Tool ........................................... 45 46 Truck Drivers are safesT

Drivers on The roaD

42 WinTer anD General safeTysrdIAW dw mOsm Aqy quhwfI surìKAw

08 safeTy by any oTher namesuìrKAw dw koeI dUjw nWA

1418263236

Driver shorTaGe escalaTinG operaTinG cosTsfrweIvrW dI Gwt jo kr rhI hY KricAW ‘c vwDw

The consequences of baD creDiTmwVy kRYift dy nqIjy

eDucaTion in TruckinGtrìkMg Kyqr iv`c isìKAw

unifieD carrier reGisTraTionXUnIPweIf kYrIAr rijstRySn

TruckinG, TransporTaTion or loGisTics?

4038

freiGhT manaGemenT: a collaboraTive approachPRyt mYnyjmYNt: ie`k sWJw Xqn

no loaD is WorTh your life

bison heroVijaydeep Sahasi

30

There arebeTTer Ways.

Advertise in:www.desitrucking.com

tr`kW vwly vIrW dw mYgzIn

L.A. Planning to Builde-Highway for Electric Trucks ElEctric trucks

16


Connect with us today or apply online!

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MUZZAMMIL BHATTIDispatcher (LEFT)

8 yrs with Challenger

MIKE FOSTERDriver (RIGHT)17 yrs withChallenger

ProudlyCanadian!

Also Seeking:Trainees from

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CHALLENGER RECRUITING OFFICEIS NOW OPEN SATURDAY

8:30 AM – 1:30 PM

Our Business is Trucking, Our Strength is People

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ALSO AVAILABLE:Positions out of BC and PQ

CMF_Nov14 DesiTrk_8.25x10.875_8.25x10.875 14-10-16 12:09 PM Page 1


eastern Canada

Cell: 416-875-3820e: [email protected]

Address:160-2, County Court Blvd. #128 Brampton, On L6W 4v1

F: 604-598-9264

national & Western Canada

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Address:#235 - 8138, 128 street, surrey BC v3W 1r1

F: 604-598-9264

All rights reserved. no material herein or portions thereof may be printed without the written consent of the publisher.

disCLAiMer: JGK Media inc. assumes all advertisers to be reliable and responsible for any and all liability for their claims. the publisher reserves the right to refuse any advertisement it may find unfit for publication.

the opinions expressed in articles and features are of the writers and may not be those of the publisher.tHe PUBLisHer AssUMes nO resPOnsiBiLitY OF AnY Kind.

PUBLiCAtiOns MAiL AGreeMent #42226512Postmaster if undeliverable Canadian Address to #235-8138 128 st., surrey BC v3W 1r1

PublisherJGK Media inc. | 1-877-598-3374 (desi)

editor-in-Cheifdilbag (ron) dhaliwal

Associate editorJagmohan singh

Advertising & salesJag dhatt

Art directorAvee J Waseer

it Managerraj sidhu

Cover designwww.spicyCreatives.com

Contributing WritersKen Cooke, Pash Brar,

Jag dhatt, Mike Howe, dara nagra, ray Gompf, Ken davey, sonia nanda,

dr. Jagdeep Kaur

translatorOnkar singh saini

JAG dHAttCorporate VP

Editor’s Note / sMpwdkI

Many times when we watch movies, we see heroes performing dangerous stunts. These stunts create a heroic impression in our minds. Although the stunts in movies are often not real, they do offer a few hours of entertainment, and earn millions of dollars in revenue.

In relation to movies, I don’t know if people ever realize the heroic and ‘real’ stunts truckers perform on daily basis, and the hardships and difficulties they endure. Most people also do not have a very good impression of truckers; drivers or pedestrians regularly yell at truck drivers. If an accident happens that involves a truck, the first thought

in most minds is that it is probably the trucker’s fault. To top it off, the news media is not far behind and generically label truck drivers as drug dealers, even though the reality is much different.

Trucking is a profession, and like doctors, teachers, and engineers, commercial drivers are pro-fessionals in their work. They are our real heroes; driving a big vehicle with thousands of pounds of loads through tough road and weather conditions is nothing less than a dangerous stunt. But, they manage to complete their deliveries every time, even by putting themselves in extreme danger. Many accidents happen on our roads, and truckers also lose their lives. They drive through -40 de-gree temperature so that critical equipment reaches on time, others can have a hot meal on their table, and patients in hospitals can get their medicine on time. Is this not a heroic stunt – to save lives in reality as compared to on-screen? Don’t you think they are our real heroes? These truckers are happy, even if they don’t get millions of dollars and have a big following like movie heroes. We should, and must, at least give them their due respect.

Again, winter is at the doorstep, bringing snow, icy roads, and reduced, or even zero, visibility. I hope you are well prepared for the upcoming winter season. Please make sure you double check your winter preparation list before embarking on your route. Our cover story and additional ar-ticles in this issue are based on the upcoming weather. We want you to be safe as no load is worth your life. God bless you and your family. Desi Trucking Magazine team salutes to you, the real heroes…

dilbag (ron) dhaliwal

Truckers the Real Heroes Deserve Respect and Better Lifestyle

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Safety by any other name

As we go about our daily rou-tine, driving, we probably cross railway tracks about a

dozen times and never ever give those tracks a second thought. It is this thinking or more correctly, not thinking, that is dangerous.

Whether the tracks have no warning protection or whether it has lights and bells, all crossings are marked on the road warning of their presence and it is those warning to which we must pay attention. There is al-ways a small warning sign on a post. More often than not there are cross bucks painted on the road approaching the tracks and al-ways there is a cross buck sign posted close by the rail crossing.

Not only is it expensive when there is a collision between a vehicle and a train, in-variably it is the fault of the vehicle. The train has the right of way, no ifs ands or buts.

In Canada there are on average, forty wrecks every year between large commer-cial trucks and trains. In the past few weeks, there have been several, two of which come to mind. There was one at the Emerson MB International Border Crossing between a truck and train. Again, there was one on the Trans-Canada Highway at Moose Jaw. At both of these rail crossings the view is not obstructed and visibility is measured in kilometres. Yet, in both cases a collision occurred. While the Transportation Safety

Board hasn’t ruled on either of these recent cases, you can rest assured that “human er-ror” on the part of the truck driver was a key factor.

In the recent past, there have been wrecks of import.

The first and most prominent at least for me was a bus train collision in Ottawa that killed six people – the bus driver and five of his passengers. Again the TSB hasn’t ruled a cause to date and probably not for a few more months. These investigations are thorough and leave no stone unturned, so naturally take a great deal of time and effort to arrive at the cause.

Lawyers don’t wait for TSB findings but make assumptions and in the case of this bus and it’s dead passengers, the law suits are in the mega millions. It will take years, maybe decades to have these cases work their way through the courts and “blame” assigned but let’s just say, legal careers are being made with this particular wreck.

Recently a Nevada jury did have one of these wrecks work it’s way through its court system and predictably found the commer-cial truck driver and truck owner at fault and responsible for the cost of the wreck. In this particular wreck, six people died including the truck driver.

The jury ordered John Davis Trucking of Battle Mountain, Nev., to pay more than

$4.5 million to Amtrak and the Union Pa-cific railroad.

The 2011 fiery collision happened on U.S. Highway 95 west of Reno when the truck crashed through the crossing gate and hit an Amtrak passenger train.

Much of the testimony at the trial cen-tered on a National Transportation Safety Board report.

It concluded that John Davis Truck-ing had disabled the anti-lock brakes on the trailer and that most of the truck’s brake drums were seriously worn.

There are undoubtedly many more mil-lions to be paid out as a result of lawsuits on behalf of those killed in this wreck. But, now that a court has ruled a fault judgment, the suits will be brought to a conclusion.

These few examples are the critical thoughts in our minds as we cross each and every rail crossing in our daily life. We can not slip for even a second into absent mindedness. We may get away with being absent-minded a thousand times but it’s that one time that makes matters.

Because we DO get away with being absent-minded so often, we fall into that state of complacency that allows us to think we’ll never get caught. Never allow your-self to reach that point. Particularly, as a commercial driver, be constantly vigilant about your surroundings and never let that

G. Ray Gompf




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mYnMU AwpxI suriKAw nUM XkInI bxwaux leI koeI smW nSt nhIN krnw pYNdw jdoNik bhuq swry lok ieh socdy hn ik ies qrHW suriKAw XkInI bxwaux leI smW ivArQ krnw TIk nhIN[ ieh hI duK dw smW hY jdoN ik AsIN AwpxI injI suriKAw nwloN qyzI nUM pihl idMdy hW[

swfIAW srkwrW Aqy rylvy kMpnIAW ryl krwisMg qy huMdIAW durGtnwvW rokx leI lKW hI fwlr Krc krdIAW hn[ iehnW ivc aus sbMiDq pRogrwmW dI jwxkwrI idMdIAW hn ijs nwl ik lokW dI suriKAw bxI rhy[ pr iPr vI hr swl AOsqn ies qrHW dy 40 dy krIb hwdsy vwprdy hn ijhnW dw kwrx kmrSIAl trk Aqy ryl gfIAW dI iBVMq huMdI hY[ ieh igxqI audoN qk vDdI hI rhygI jdoN qk AsIN ies nUM Gtw ky isPr qy nhIN lY AwauNdy[ pr ieh gl audoN qk sMBv nhIN ho skdI jdoN qk ies ieMfstrI dw hr ivAkqI iesdy isitAW pRqI gMBIr nhIN huMdw[

cyqMn rho, isAwxy bxo, suriKAq rho[


train sneak up on you.When I was in High School, a class mate of mine

died in a car/train collision along with his father and younger brother. That was more than fifty years ago. His name was Lawrence MacKenzie. Their farm lane, leading to the road, crossed a rail way track, so they certainly knew the train ran by very often both day and night. Yet, the old story of familiarity breeding contempt must have played a role. Visibility was not an issue. Yet I still went to that funeral and saw those three caskets draped in white. Three differ-ent sized caskets; an adult size; one slightly smaller (Lawrence) and the baby size (the little brother). I can still smell the flowers in the church. Yes, that wreck has had an affect on my life. It has made me think of safety and in particular rail safety for my entire life.

The other day, several of us from my hometown were remembering Lawrence. I think it was me that brought his name up and there was not a person among us that didn’t remember the occasion of Lawrence’s death. It was indelibly etched in each of our memories.

When I was in the Army, I was the one always aware where railway tracks would intersect with roads and believe me, we crossed a lot of unmarked crossings on private land where there were no warn-ing signs.

When I became a trucker, I was the one slowing down to the prescribed speed limit approaching rail crossings and doing all those things recommended to become aware of if there is a train closeby. Rolling down the window to improve hearing, turning down radios so there was no distractions listening for trains; looking both ways along tracks and then remaining in the same gear until having passed over the tracks.

There is a rail crossing not far from my home in which I cross regularly. I slow for this crossing every time, yet I can’t tell you the number of cars that have passed me going in my direction across these tracks because they can’t risk a few seconds of their life to be safe. It’s such a shame that people feel the need to sacrifice safety for time.

It costs me zero time to ensure I’m safe yet so many people feel such verification of safety is worth their while. That’s the sadness associated with what we allow ourselves to forget about personal safety for the sake of expediency.

Our governments and railway companies spend millions each year to prevent rail crossing incidents, conducting awareness programs, making information easily available for all to use, yet in our industry, ev-ery year, there are on average forty incidents involv-ing commercial trucks and trains. This is forty wreck too many and until we can bring that number to zero, and zero is the only goal worthwhile, then we have not achieved a point where we know everyone in our industry is constantly thinking of the outcomes.

Be aware. Be smart. Be Safe.


Desi News

AmrIkn PlItW dy pRbMDkW nUM ieMnI dyS dI AwriQkqw dI icMqw nhIN ijMnI icMqw aunHW nUM kMm krn dy GMitAW sbMDI bxn vwly kwnUMn dI hY[ies gl dw Kulwsw bxweI geI aus swlwnw ilst qoN hoieAw hY ijs ‘c trk ieMfstrI dIAW muK icMqwvW dw vrnx kIqw igAw hY[ ieh ilst jo AmY-irkn tRWsportySn rIsrc ieMstIicaUt (ey tI Awr AweI) ny bxweI hY AmYirkn trikMg AYsosIeySnz mYnyjmYNt kwnPRMs AYNf AYgizbSn vloN jwrI kIqI geI hY[

* ijnHW 4,000 trikMg ieMfstrI nwL sbMDq ivAkqIAW nMU ies srvyKx ‘c Swml kIqw igAw aunHW dI muK icMqw 2013 ‘c lwgU kIqy gey Awvrz AwP srivs sbMDI sI[

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smisAw cOQy nMbr ‘qy hY[* pMjvIN vfI smisAw AYP AYm sI AYs ey dy aus Xojnw

sbMDI hY ijs ‘c lwigMg ifvweIsz nUM ibjleI XMqrW nwl clwauxw hY[

* iekOnomI Bwv AwriQkqw ijhVI sMn 2009-2011 ‘c muK icMqw sI auh hux nOvyN sQwn ‘qy Aw geI hY[

* frweIvrW dI byiDAwnI dw ilst ‘c 10 vW nMbr hY[bulfOg hweIvyA AYkspRYs dy pRDwn Aqy muK pRbMDk iPl

brf dw kihxw hY ik ey tI Awr AweI vloN dsIAW geIAW ieMfstrI dIAW muK smisAwvW kyvl iksy kly kihry dIAW nhIN sgoN motr kYrIArW dy nwL nwL fRweIvrW nUM vI pRBwivq krdIAW hn[aunHW ikhw ik swnUM cwhIdw hY ik AsIN ies qrHW dIAW XojnwvW bxweIey ijs nwL ieh ieMfstrI munwPy vwLI hox dy nwL nwL suriKAq vI bx sky[ ey tI ey dy muKI Aqy muK pRbMDk ibl gRyvz dw kihxw hY ik AsIN swry BLI pRkwr jwxdy hW ik trikMg ieMfstrI nUM vDIAw Aqy suriKAq FMg nwL cldw rKx leI swnUM ikhVIAW ikhVIAW vMgwrW Aqy qbdIlIAW dw swhmxw krnw pY irhw hY[pr aunHW nwL hI ikhw ik swfI ies ieMfstrI ny ies qrHW dIAW vMgwrW dw idRV ierwdy Aqy hOsly nwL mukwblw kIqw hY[ aunHW ieh vI ikhw ik swnUM smyN smyN ey tI Awr ies sbMDI dsdI rihMdI hY ik AsIN muK iDAwn Aqy SkqI ikQy lwauxI hY[

American fleet executives are less worried about the economy and more wor-ried about hours-of-service regulations, according to an annual list of the trucking industry’s top concerns.

The list, compiled by the American Transportation Research Institute (ATRI), was released at the American Trucking Associations Management Conference & Exhibition.

• Hours-of-service rules that went into effect in 2013 were the top concern voiced by more than 4,000 trucking industry stake-holders who completed the survey.

• second was the driver shortage, • CSA this year placed third • Driver retention was the fourth biggest

concern. • The fifth biggest concern was the

FMCSA’s plans to mandate electronic log-ging devices.

• The economy, which was the indus-try’s top concern from 2009-2011 dropped down to ninth spot.

• Driver distraction cracked the list, coming in 10th.

“ATRI’s annual survey of top industry issues gives us direct insight in to all of the

complex forces affecting motor carriers and drivers so that we can plan accordingly, and focus on running a safe and profit-able industry,” said ATA chairman Phil Byrd, president and CEO, Bulldog Hiway Express.

“As we all know, the trucking industry constantly faces changes and challenges to how we operate safely and efficiently,” ATA president and CEO Bill Graves said. “However, our industry has always re-sponded to these issues with determination and ATRI’s work gives us the information to decide where to focus our energies first and foremost.”

Hours of Service Rules Biggest Headache for Executives

pRbMDkW leI sB qoN vfI isrdrdI hY kMm dy GMitAW sbMDI inXm


The National Research Council (NRC) is going to help fleet owners improve fuel efficiency, reduce repair and maintenance costs, decrease engine idle times, and

minimize their environmental footprints.NRC created Fleet Forward 2020 and promises fleet manager

in trucking, mining, defence equipment and transit sectors “cus-tomized technical services” and offers to “collaborate with you on mutually-defined projects,” assuming the projects fall into one of four specified areas:

• Operational effectiveness—NRC offers services from “engineering design to modeling, simulation, prototyping, test-ing, evaluation and product integration” with the goal of check-ing equipment and trucks for “dynamics, mobility, durability, functionality, maintainability, and operability in harsh climate as well as the performance of on-board mechanical, electrical and electronic systems.”

• Vehicle diagnostics and prognostics—NRC will take a company’s fleet data and use that as a basis to transition compa-nies away from “time-based maintenance to asset condition-based maintenance.”

• Power management—Fleet Forward 2020 promises to de-velop power management systems that focus on fuel conservation, alternative fuels and intelligent fuel use.

• Enhanced aerodynamic performance—NRC will use road testing, computational fluid dynamics (CFD), and wind tunnel testing to assist fleets in developing tailored aerodynamic solu-tions.

Fleet Forward 2020 program leader Cristian Tabra said the initiative has concrete goals to meet.

“If you look at the trucking industry, you have 120,000 trac-tors, give or take, and 200,000 trailers. There are a lot of variables, but overall, in terms of cumulative benefits, we’re looking at about $450 million in total savings. That includes fuel consumption sav-ings. That includes savings in repairs and maintenance as a result of applying various technologies—we’re talking about vehicle diagnostics and prognostics that, in our mind, will help reduce maintenance costs. Aerodynamic drag reduction devices will generate savings in fuel consumption, and so on.”

Tabra also expects Fleet Forward 2020 to have a positive ben-

efit on employment figures.“In terms of jobs created, we’ve said that if we develop all

the technologies we want to, which somebody will then have to produce, we anticipate the creation of about 1,200 jobs.”

In order for Fleet Forward 2020 to achieve its goals, it will need co-operation from OEMs that produce fleet equipment as well as the companies that purchase that equipment for their trucks. Tabra expects organizations will be attracted to what NCR has to offer.

“There are many large OEMS that regularly come to NRC because of our world class ex-pertise and facilities. Also, the fact that we are very competitive in terms of price when it comes to some other facilities, especially the ones in Europe and the US. That’s a clear advantage for us,” he said.

In order to familiarize trucking companies and private carrier fleets with what NRC has to offer, Tabra said there are outreach efforts happening.

“I can tell you that we are doing everything we can to engage as many fleets as possible by going to trade shows and organizing workshops and so on.”

When asked if he thinks NRC will attract fleet partners, Tabra answered affirmatively.

“My personal opinion is the big fleets will engage and work with us. I’m thinking of Groupe Robert, Wal-Mart, Sobey’s, FedEx, Canada Post, those types of fleets. That’s what I believe will happen.”

He added that NRC is doing everything it can to make it easy for fleets to get involved in the program.

“All we need to do is make contact [with the fleet] either by e-mail or phone and then what happens is we sit down with that company and have a discussion. We ask what they want to accomplish, the requirements, and so on. One of the first things we do, especially if we’re talking about proprietary technology, we sign an NDA so everybody is protected, especially the fleet. What follows next is we put together a proposal for the client in which we outline the scope of the work, the schedule, the cost, the deliverables, everything. That becomes a contract that is eventu-ally accepted by both parties. Then the work gets done. That’s the flow.”

While there is no cost for organizations to join Fleet Forward 2020, they will be expected to pay for all or a portion of the finan-cial costs of any project that is undertaken on their behalf.

As for why NRC developed this program, Tabra said it makes sense to focus on transportation due to its role in the Canadian economy. “Transportation is a critical industry to Canada. At NRC we said ‘let’s put the best people and research facilities we have to support the transportation industry.’ It took us some time to connect with the industry and understand its needs, but we put together a strong business case and business plan and said, ‘we can make a difference. We can help the transportation industry because we have world class expertise and facilities at NRC.’”

Government Agency Works to Help Improve Fleet Operations


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auh hweIvyA spIf qy jw rhy huMdy hn[ ieh tYsitMg dsMbr 2015 qk AwKrI Pyz qk phuMc jwvygI[

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fbilaU Awr AweI dw ichrw muhrw AweI AYs eI vloN bxwieAw jwvygw Aqy “jIEPYNsz “ bxwaux leI QwvW dI cox kIqI jwvygI[ies Anuswr jdoN hI koeI trk jIEPYNs nUM pwr krdw hY audoN hI ies dI skYinMg ho jwvygI Aqy swPtvyAr vloN lwgbuk Aqy hor jwxkwrI isstm ‘c Byj idqI jwvygI[ auh jwxkwrI kwnUMn lwgU krn vwLy Amly nUM phuMc jwvygI ijs nUM pqw lg jwvygw ik kI ies trk nUM rokx Aqy cYk krn dI loV hY[

It seems everything has been turning towards the “smart” and wireless side of technology. The Federal

Motor Carrier Safety Administration (FMCSA) has been testing a new technology to perform wireless roadside inspections on trucks traveling at highway speeds. Testing will enter its final phase by December 2015.

The FMCSA has been try-ing to make wireless roadside inspection (WRI) a reality for several years. The goal will soon come to fruition as there are currently 20 inspection sites in the southeast are ready for the field-testing phase. That number is expected to grow by Decem-ber 2015.

The WRI’s interface will be developed by ISE and will obtain the location of inspection sites to create “geofences”. When a truck crosses a “geo-fence”, it will be scanned and the software will transmit information like logbooks and credentials to the system. The information gained will be transferred to enforcement personnel to alert them if the truck needs to be pulled over and reviewed.

Wireless Roadside Inspections a Reality?

vwierlYs rofsweIf ieMspYkSn iek scweI?


AmYirkn tRWsportySn irsrc ieMstIicaUt vloN kIqy gey iek srvyKx Anuswr trikMg kMpnIAW dy Krcy ijhVy 2012 ‘c kuJ hd qk Gt gey sn hux Pyr vDdy jw rhy hn[

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ies ieMfstrI dy msilAW dy ies swl dy srvyKx ‘c ies vwr iqMn hor glW joVIAW geIAW:

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ey tI Awr AweI dw kihxw hY ik jdoN qoN ieh irport CwpI geI hY ies dI mMg audoN qoN hI bhuq hY[

Operating costs for trucking companies are on the rise again after falling slightly in 2012 according to a new study by the American Transportation Research Institute.

While operating costs fell between 2008 and 2009 and again in 2012, the average cost per mile rose from $1.65 to $1.68 in 2013. The increase in average operating costs is being mostly attributed to the driver shortage and wage increases at motor carriers looking to ensure retention of qualified drivers.

“Carriers have experience significant increases in equip-ment and labor costs, as well as second level items like tolls and health care benefits,” said Andrew Boyle, an ATRI Re-search Advisory Committee member.

After the Great Recession and a sharp decline in fuel prices resulted in decreased industry costs between 2008 and 2009, costs steadily rose through 2010 and 2011, with a slight decline in 2012.

Fuel now consistently represents the largest share of total average marginal cost for motor carriers, followed by driver wages and equipment lease or purchase payments.

The new findings were part of a 2014 update to the Opera-tional Costs of Trucking report that ATRI originally published in 2008. The report details average costs per mile as well as costs per hour and cost breakouts by industry sector.

There were three new questions added to this year’s survey to assess emerging issues:

• Motor carrier use of electronic logging devices (ELD) to log driver hours-of-service. The response was split almost evenly with 53% of respondents reporting some ELD use. It is assumed that this figure will increase rapidly as the indus-try responds to the upcoming Federal Motor Carrier Safety Administration ELD mandate expected in 2016.

• Euipment trade cycles, or the frequency of vehicle turn-over. Trailers are held an average of 12.2 years, while truck-tractors are replaced on average every 6.6 years. Additionally, respondents report an average of over 795,000 miles before replacing tractors.

• Primary commodities hauled. General freight accounted for one-quarter of responses, followed by refrigerated food (19%) and manufactured goods (9%) as the top three respons-es.

• Since its initial publication, it is one of the most request-ed reports among industry stakeholders, said ATRI.

Driver Shortage escalating operating costs

frweIvrW dI Gwt jo kr rhI hY KricAW ‘c vwDw


Proof

Proof

Proof

Proof

Proof

Proof

Proof

Proof

tRylr au~pr isr& pihlI Aqy Aw^rI ikSq hI idE (O.A.C)

tr`k LIz au~pr ryt G`t kIqy (O.A.C)

First and Last Payment ONLY on Trailers (O.A.C)

Reduced Rates for truck leases (O.A.C)

At Mercado Capital Corporation we are not tied to a single equipment manufacturer: we can provide equipment leases for all makes and models of equipment, across almost every industry, for businesses of almost any size. We provide nancing for equipment in the following industries:

Spring Promotion Going on Now !

PwienYNisMg qy spirMg pRmoSn!

Spring Promotion Truck Rate Promotion Trailer Promotion


L.A. Planning to Build e-Highway for Electric Trucks

L.A. Planning to Builde-Highway for Electric Trucks

An experimental new road design project in Los Ange-les, dubbed the eHighway, is being built for a portion

of the busy Alameda Corridor, between the ports of L.A. and Long Beach.

Siemens has been selected by the South Coast Air Quality Management District(SCAQMD) to install a one-mile stretch of the eHighway system, which consists of the electrification of select highway lanes via a catenary system. It’ll work by supplying diesel-hybrid and battery-electric trucks with elec-tric power via automated current-transfer devices called pan-tographs, similar to how modern day trolleys or streetcars are powered on many city streets.

The company says the system will reduce fuel consump-tion, substantially reduce CO2emissions, and lower operating costs. Siemens and the Volvo Group, via its subsidiary Mack Trucks brand, are developing a demonstration vehicle for the project.

Construction is already underway, and officials expect the two-way, one-mile system to be operational by July 2015. SCAQMD will then conduct a yearlong test of the system us-ing up to four different trucks, each with a different engine type and fuel source, according to local media reports.

“The logic of the eHighway system is very compelling for cities like LA, where many trucks travel a concentrated and relatively short distance. Highly travelled corridors such as this are where we will initially see eHighway being applied,” says Matthias Schlelein, president of Siemens’ mobility and logis-tics division in the U.S.

Siemens has already been testing a prototype of this over-head system at one of its German facilities.

Stakeholders are hoping to eventually expand the system along the remaining three miles from the ports to the major railhead, and there are discussions underway about a 20-mile northwest corridor that could connect the ports with inland warehouse complexes.

lws eyNjlz ‘c AlmYfw korIfor dy ruJyvyN Bry hweIvy dy AYl ey dI port Aqy lONg bIc dy kuJ ihsy ‘c eI hweIvyA bxwaux dw qjrbw krn Xojnw hY[

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AYl ey vloN ielYkitRk trkW leI eI-hweIvyA bxwaux dI Xojnw


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vYn stInbrg ny ikhw ik auhnw nMU ies gl dI bhuq KuSI hovygI jykr ieh 2015 dI bhwr ruqy sYktrI dy dPqr ivc phuMc jwvy Aqy ies nMU AwKrI Skl dy ky 2015 dy ivc ivc hI ies nMU inXm nMU AwKrI rUp dy idqw jwvy[ auhnW ikhw ik ibjleI XMqrW sbMDI bhuq ivcwr krn dI loV hY[ auhnW ikhw ik AsIN ies nMU TIk bxwauxw cwhuMdy hW Aqy pihlI vwr hI ies nMU TIk bxwaux dI Aws krdy hW[

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The chief safety officer for the Federal Motor Carrier Safety Administration,

Jack Van Steenberg, outlined the agency’s priorities for 2015 during a recent presentation. Van Steenberg spoke on behalf of the FMCSA at the American Trucking Asso-ciation’s Management Conference & Exhibition, where he named the top five issues for next year.

• publication of a final rule to mandate electronic log-ging devices.

“We would love to see it get to the secretary’s office in the spring of 2015, and we would love to have a final rule sometime in 2015,” said Van Steenberg. “There is a lot to consider when it comes to the electronic devices. We want to get it right, and we want to get it right the first time.”

• The Unified Registration System. The FMCSA plans to put out new rules that will make it easier for carriers to update their UCR information in order to cut down on the number of carriers deactivated for not completing the up-dates. Additional tools are in the works to prevent out-of-service carriers from reincarnating under different names.

• Compliance, Safety and Accountability program. The agency will continue to work on a rule for safety

fitness determination, and it is working to update and modernize elements of driver and truck inspections. One change will eliminate multiple reports of the same viola-tion, such as when a truck has more than one light out or when a driver forgets to sign the logbook on more than one day.

• The agency also hopes to fine-tune the CSA system’s ability to target carriers that maintain operations after be-ing put out of service.

• Finally, the FMCSA is looking to implement the third phase of the CSA program next year. That phase will give investigators new software and other tools for con-ducting compliance reviews off site.

Federal Motor Carrier Safety Administration outlines priorities

AYP.AYm.sI.AYs.ey vloN jrUrI kMmW dIrUpryKw iqAwr

For daily updates in english & Punjabi...visit www.desitrucking.com


In trucking and in all industries, maintaining good credit is essential for growth and expansion. Not knowing your credit or having bad credit can harm your business and your per-

sonal life.Whenever I sit down with a client applying for credit, I always

ask them, “How is your credit?” Some will tell me they don’t know, some say it’s good and some say it’s bad. For those that don’t know, it’s important knowing where you stand before you apply for credit. If your credit score is a poor one, then you can prepare co-signors in advance, or work on improving your credit well in advance. If your credit is good then that’s great. Keep it that way and you have less to worry about when applying for any type of credit. Often people tell me their credit is good and when I check it, it is not. That just causes a lot of problems for the person borrowing money, and the company you’re trying to borrow from. If your credit is being checked, always tell the truth, as the truth will be uncovered anyways. You make yourself look back and hurt your chances of getting credit if you don’t tell the truth. For those who have bad credit, all hope is not lost, but there will be repercus-sions for your past bad payment history that you must accept.

For trucking companies, fuel cards on credit are essential. If the owners of the company have bad credit, there will be a huge issue. Paying cash for fuel will require a large amount of cash on hand at all times, making it extremely difficult to start the business. For larger companies this total will be several hundreds of thousands of dollars and more. It is much easier to have fuel cards and pay one fuel bill each month instead of paying every day. The cash will be tied up to keep paying fuel and you will have issues paying for maintenance, insurance, office staff, rent and drivers later. It is a big advantage to have good credit before starting a company, and

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By: PAsH BrAr

The Consequences of Bad Credit

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- Pash Brar B.A. Pash is a mobile leasing representative with Auto One Leasing LP in Vancouver. She has a banking, collections and accounting background. She specializes in

importing vehicles and trailers from the USA.

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tr`kW ‘c BweIvwlI Awm hY[ pr jy quhwfy nwL vwLy BweIvwl dw kRYift cMgw nhIN qW auh brwbr dI BweIvwlI nhIN c`l skdI[ jy ie`k BweIvwl dw kRYift vDIAw hY Aqy dUjy dw nhIN qW kMpnI leI



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maintaining that good credit. Partnerships in trucking are quite common. But if you partner

with an individual who has bad credit that partnership is no longer split equally. If one partner has good credit and the others don’t, there will be a reliance on the partner with the good credit to obtain all the credit for the company. I recently saw a partnership dissolve for this reason. The partner with the good credit said all the money issues were on his head and his bad credit partner didn’t contribute equally. As he stated to me, he had everything to lose, while the other person had such bad credit that he had nothing to lose as no one would give him anything.

Individuals and companies with bad credit are not entitled to the very best rates. Some of them talk a good game and try to demand a better rate, but that gets them nowhere. Future credit is all based

on your past. If you don’t have a good past, your interest rate will be higher and sometimes you will be outright declined. Bad credit entitles you to nothing. I had one company enquiring about pur-chasing several brand new trucks and advised me they had high interest rates on some previous purchases and didn’t know why. I told them why. They had bad credit. High risk = high interest rates.

In trucking equipment is not cheap. Trucks and trailers are not easy to pay with cash. If your credit is not good and you need equipment, there will be big issues.

Whether it’s a company or an owner operator or even for a rental, your credit will be checked. If your credit is bad, you may be de-clined. Smaller amounts may be possible, but equipment costs are large and larger amounts are harder to come by if you have not maintained a good past credit history. A prospective owner op-erator who is declined must earn less money and remain driving a truck they do not own, or get a co-signor and a company who is declined may not be able to expand, and can lose loads with no equipment to dispatch.

Driving abstracts and credit as well are often checked when hir-ing. If you have a poor credit history a company may not want to hire you even with the best driving record. A driver with bad credit cannot be trusted with expensive equipment or with a fuel card. If declined for a job this affects your earnings and affects your entire family.

Not enough credit or too much credit can also pose issues. Own-ing only one credit card does not justify any lender to loan you large

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What is Your Credit Score?



amounts of money. One item is not enough. You must have several items of credit. You must prove yourself with a good track record by paying back all of the items in a timely basis. Having too much credit is also a problem.

If all credit cards and lines of credit are all maxed out and you’re only paying minimum payments over a long period of time and have no savings this will cause you problems. You may have spent more than you can afford and it will be difficult to get a deal approved when you can’t afford what you already have. Have credit that you can pay off affordably.

Finding the comfortable balance where you can pay off all credit cards and lines of credit in full each month, make all installments such as mortgages and vehicle and equipment on time, and still have savings is the goal. It takes time to get there, especially if you’ve already overspent. But it’s easier if this is done from the start. But again, circumstances can change any time.

Bad things can happen to good people which may affect credit. I’ve seen illness, loss of employment and industry declines that affect people who had always paid their bills on time and still have every intention to. Sudden changes in life no can predict, but if in a situa-tion like this, you can work to restore your credit once the situation has been resolved. Your credit stays on your record for seven years. If you’re able to, try to restore it.

If your credit was bad from the start, try to correct it and show you are able to pay back borrowed money. Options such as secured credit cards are available to get it started.

If you can have good credit going forward and really prove your-self, you will find that doors that were closed by financial institutions in the past might open for you once again.

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Driving in Canada while using a smartphone seems to be a bad habit that’s hard to break. Even though most provinces throughout the country have regulated fines for those caught using electronic devices while trying to navigate traffic, a recent insurance survey has turned up the bad news that Canadians continue to use their smartphones and other electronic devices even when behind the wheel of their cars. Allstate Insurance recently conducted a national survey of more than 1200 drivers.

This Canada Distracted Driver Poll revealed some very disturbing statistics.

One out of every three Canadian drivers who partici-pated in the poll admitted that they checked their smartphone whenever they were stopped temporarily and waiting for a red light to change. Almost 20% of Canadian drivers polled admitted that they sent a text message to another individual while driving. Even though one out of every three drivers polled insisted that getting a ticket and having to pay a fine if caught using a smartphone while driving was enough of a deterrent to help change their behavior. Male drivers proved to be six times more likely to continue to use their phone and drive even after being fined.

Insurance Survey Reveals Canadians Still Drive Using Smartphones

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Desi News

The amazing difference between halogen and LED headlights.

TTSAO On Side with Plan for Mandatory Entry Level Driver Training

Headlamps are something drivers use every day, it was arranged with Truck-Lite to see if LED headlamps are really as good as they are reputed to be. Manufacturers such as Truck-Lite use sensitive instruments to measure light output.

There are six LEDs in each assembly, four in the low-beam reflector and two in the high. Each LED is no more than a quarter-inch square, which to-tally doesn’t reconcile with the amount of light they produce. Truck-Lite says they will last about 30,000 hours — about 10 years of average service for an over-the-road truck.

To illustrate the differ-ence between the two sets of headlights, the same Freight-liner Cascadia day-cab, which underwent a headlamp trans-plant between the test runs. The entire assembly with the halogen lights with a module containing the LED lights.

The test procedure was pretty simple. The truck at the same spot on a dark, deserted stretch of road and took a few photographs from inside the cab to what jumped out immediately was detail visible just off the road, where the trees are on the left in the LED photos. They were not even visible with the halogens. That gives a driver a real edge

when it comes to spotting wildlife lurking at roadside or catching signage in the distance.

The difference was equally obvious on an Interstate highway. The wide roadway and the sloping roadside were beautifully lit. What truly made a difference was the color of the light. Truck-

Lite says the color temperature of the LED light — the blue to red shift in the light spectrum — is very close to the color temperature of sunlight, around 6,000 degrees Kelvin, compared to halogen at around 4,000 K. Technically, they are not much “brighter,” but they sure appear to be because of the color.

Interestingly, driving on a busier stretch of two-lane road with opposing traffic, not once did the oncoming driver flash of the high beams annoyed by brighter lights. This is because of the reflector design, which throws light where it’s needed -- straight down the road and low

and wide — rather than into the eyes of oncoming drivers. While they are considerably more expensive up front than

halogen headlamps, LEDs will long out-live the first service life of the truck and will give drivers night lighting like they have never seen before.

The Truck Training Schools Association of Ontario (TTS-AO) has announced support for the province’s plans to introduce mandatory entry-level driver training. TTSAO would also like a seat at the table as the standards are developed.

The association says it represents training schools that provide a quality of training that surpasses all provincial require-ments. “Membered schools of TTSAO are not the problem,” said Yvette Lagrois, TTSAO president. “Our TTSAO schools produce solid, entry-level graduates. All TTSAO schools offer a 200-hour registered program and have been delivering quality education for decades.”

The TTSAO wrote a letter of support when the Ontario Trucking Association called on the province to introduce manda-tory entry-level driver training standards.

“We were very clear in that letter that we supported manda-tory entry-level driver training in principle and we were also very clear that we need to be involved in all communications regard-ing how mandatory training will roll out,” Lagrois said. “To date, we have had numerous meetings with the government regarding training issues, and recently we have been promised to be at the table for any further discussions with (OTA) Blue Ribbon Task Force as the process moves forward.


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This year the Truck Training School Association of Ontario (TTSAO) has made some significant changes.

Yvette Lagrois, president of the TT-SAO is very pleased with the direction of the TTSAO and the effort of the board of di-rectors. New staff, a new office in Hamilton and a new Web site are among some of the changes for the better.

“We’re taking the TTSAO in a new direction. Insurance companies, trucking companies and industry service providers are going to see some true value in what the association does for the transportation industry,” according to Lagrois.

Ed Popkie, president of 5th Wheel Training Institute, was also welcomed back to TTSAO. He will be assisting with pro-posed changes in Ontario to new minimum standards for truck drivers.

“Our team is excited to be back at

TTSAO helping to implement changes that will make the future of the transportation industry better.” Popkie said. “Before we had to police ourselves because the Ministry of Training, Colleges and Universities (MTCU) did not have the staff and ability to monitor the schools. This has changed and things are improving,” Lagrois said. “This does not mean we have watered down the by-laws and constitution, we have actually put a process in place that will keep our membered schools accountable,” she added.

Truck Training School Association of Ontario Revamping

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Education in Trucking

Today, we are living and working in a very fast paced and competitive world. Work environments are continually evolving to encourage and reward employees who bring the competitive edge. Qualification or Expertise is becoming the deciding factor in employee’s growth within the companies or within the industries. Employees need to always enhance their knowledge and skills in order to keep themselves on the right track. ‘Knowledge is power’ is becoming the reality for survival. Education is the main source to obtain this ‘knowledge’. This article’s purpose is to highlight the im-portance of education in the trucking industry.

Trucking is one the fastest growing industries in North America. With growth, there are always challenges. One of the biggest challenges in this industry is finding a qual-ified work force. The work force needs to be educated in all aspects of operations in a trucking business. The main areas of education in trucking are:

• Commercial Driving • Hours of Service (Log Books)• Load Securement • Vehicle Safety and Compliance• Drug and Alcohol • Dangerous Goods/Hazmat• Border CrossingCommercial Driving: This industry is facing a shortage of

qualified drivers. To get a commercial driver’s license, in most cases professional driver training is required. Professional driver training can help in:

• learning how to operate a commercial vehicle safely• practicing parking, driving in traffic and other maneuvers in a

controlled, low-risk way, and • preparing for pre-trip inspection and road testsThe pre-trip inspection lets the drivers demonstrate that they

know how, when and why a pre-trip inspection needs to be done. In the road test the drivers need to demonstrate skills such as

• starting and stopping• shifting gears• turning, steering, backing up and parking• merging with highway traffic and exiting from highways• driving in traffic, and• coupling and uncoupling a tractor unit from a trailer.Hours of Service (Log Books): Along with a commercial driv-

er license, the drivers need to be properly educated about hours of service rules in Canada and the US. Log Books are a mandatory source of documentation used by regulatory agencies to evaluate whether drivers are in compliance with hours of service legisla-tion. The main purpose of hours of service regulation is to keep tired drivers off the road. With proper coaching and instruction, drivers quickly find that consistently updating their logs each and every time the truck stops or their duty status changes takes only a few minutes a day to keep their log books current. Waiting a day or

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4. vhIkl dI suriKAw: krYSz Aqy aus nwl sbMDq KricAW qoN

- Dara NagraMBA PMP ®

trìkMg Kyqr iv`c isìKAwEDucATiOn in Trucking



two before bringing log books up-to-date can be a long, frustrating chore.

Load Securement: All trucking companies need to ensure that they are in full compliance with the NORTH AMERICAN CARGO SECUREMENT STANDARD as established by the Ca-nadian Council of Motor Transport Administrators (CCMTA) and the Commercial Vehicle Safety Alliance (CVSA). Every year hun-dreds of carriers lose freight, experience roll-overs or are fined as a result of inadequate or non-complying load securement. Every trucking company needs to train their drivers on:

• The Importance of Proper Securement• General Cargo Securement Requirements• Guiding Principle of Public Safety• How Cargo Must Be Contained, Immobilized Or Secured• Consequences of Improperly Secured Loads • Elements of A Securement System• Requirements For Containing, Immobilizing, And Securing

Cargo• Working Load Limits & Default Working Load Limits For

Unmarked Tie-Downs• Identifying Working Load Limits of

An Unmarked Securing Device• Calculating Aggregate Working Load

Limits For Tie-Downs Attached To The Cargo

• How To Inspect Securement Systems• Determining If Cargo Is Secured Prop-

erly• Securement Requirements For Heavy

Vehicles, Equipment And Machinery• Principles For Securing Heavy Vehi-

cles, Equipment And MachineryVehicle Safety and Compliance: Se-

lecting, properly maintaining and routinely inspecting company vehicles is an impor-tant part of preventing crashes and related losses. Every trucking company needs to ensure that the vehicle selected for par-ticular applications is suited and properly equipped to permit safe use in that appli-cation and environment. A pre-trip/shift inspection routine should be incorporated into the vehicle safety policy and vehicles inspected daily by the driver. Regular main-tenance should be done at specific mileage intervals consistent with the manufacturer’s recommendations. A mechanic should do a thorough inspection of each vehicle at least annually. Vehicle maintenance can take the form of three distinct programs: preventa-tive maintenance, demand maintenance, and crisis maintenance. While all three types have their role in the Motor Vehicle Safety Program, the most cost effective control is preventative maintenance. The ground-work for a good preventative maintenance program starts with management. A review of the manufacturer’s specifications and recommendations for periodic preventative maintenance should be integrated with the actual experience of the vehicles.

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A. Preventative maintenance (PM) is performed on a mileage or time basis. Typical PM includes oil/filter changes, lubrication, tightening belts and components, engine tune-ups, brake work, tire rotation, hose inspec-tion/replacement and radiator maintenance.

B. Demand maintenance is performed only when the need arises. Some vehicle parts are replaced only when they actually fail. These include light bulbs, window glass, gauges, wiring, air lines, etc. Other “demand main-tenance” items involve vehicle components that are worn based on information from the vehicle condition report. These include tires, engines, transmissions, uni-versal joints, bushings, batteries, etc. Since these situations are identified through periodic ve-hicle inspection, they can actually be classified within the PM pro-gram.

C. Crisis maintenance in-volves a vehicle breakdown while on the road. While situations of this type may happen regardless of the quality of the PM program, it is an expensive alternative to not having an effective preventative maintenance program at all. Cri-sis maintenance situations should be minimized through proper PM procedures.

Every trucking company’s vehicle selection, in-spection and maintenance program is only as good as its recordkeeping procedures. Drivers, mechanics and safety consultants need to forward all vehicle mainte-nance records for record keeping. Proper files need to be maintained for each vehicle.

Drug and Alcohol: Trucking companies are re-sponsible for developing and implementing successful workplace drug and alcohol programs. The programs must have full procedures describing policies, provi-sions for education and training, drug and alcohol test-ing, and when needed, referral for evaluation and treat-ment. Lists of drug tests include:

• Pre-Employment: Conducted on new employees before they may perform safety-sensitive duties.

• Post-Accident: Conducted on drivers after acci-dents involving:

a. A citation issued to the driver and disabling dam-age to any motor vehicle,

b. A citation issued to the driver and someone re-ceived immediate medical attention away from the scene, or

c. A human fatality. • Reasonable Suspicion: Conducted when a trained

supervisor or company official observes behavior or ap-pearance that is characteristic of drug or alcohol misuse.

• Random: Conducted on a random unannounced

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5. frg Aqy Srwb: ifaUtI smyN frg Aqy Srwb dI vrqoN bwry inqI bn-wauxI Aqy lwgU krnI trikMg kMpnIAW dy izmyvwrI hY[ kMpnI pRogrwm ivc

aus dIAW nIqIAW, isiKAW qy tRyinMg, frg jW Srwb tYst krn bwry Aqy loV pYx qy ielwz krvwaux bwry ivsqwr nwl vrnx hoxw cwhIdw hY[ frg Aqy Srwb bwry hyT pRkwr dy tYst ho skdy hn:

a) ruzgwr dyx qoN pihlW: suriKAW jW sMvydnSIl ifauUtI dyx vwly kwmy qy BrqI krn qoN pihlW dw tYst[

A) durGtnw auprMq: durGtnw ho jwx auprMq kIqw igAw tYst ijs ivc fr-weIvr dy nwl nwl vhIkl ƒ hoey nukswn jW mOky qoN iljw ky qurMq idqI fwktrI shwieqw, jW koeI jwnI nukswn ho igAw hovy Awid dw vrnx huMdw hY[

e) Sk dy ADwr qy: jdoN tRyNf suprv-weIzr jW kMpnI dw AiDkwrI frweIvr dy ivvhwr jW Skl qoN mihsUs krdw hY ik aus ny frg jW Srwb dI durvrqoN kIqI hoeI hY[

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h) ifaUtI qy prqx smyN Aqy pYrvI: audoN kIqw jWdw hY jd koeI frweIvr if-

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- Kqrnwk vsqUAW dIAW 9 SRyxIAW Aqy sbMDq KqirAW dw igAwn pRwpq kIqw hovy;

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vrqoN krnI jwxdw hovy[7. bwrfr krwisMg: jdoN dw knyfw Aqy AmrIkw ny PrI tryf smJwauqw

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a) Awtomytf kmrSIAl ienvwiermYNt (ACE) ies ivc kMpnIAW ny eI-lYktrwnIklI frweIvr dy phuMcx qoN Gto-Gt do GMty pihlW CBP ƒ trk, trylr, iSpr, iSpmYNt Aqy frweIvr Awid bwry sUcnw dyxI huMdI hY[

A) AYfvWs krIAr ieMnPrmySn (ACI) ies rwhIN CBSA trk dy knyfw iSpmYNt ilAwaux qoN pihlW eIlYktrwnIklI sUcnw iekqr krygI[ ies nwl pihlI nvMbr qoN ies qy Aml krnw kMplsrI ho jwvygw[

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basis just before, during, or just after performance of safety-sensitive functions. The employee must not have more than two hours’ notice of his/her random test.

• Return-to-Duty and Follow-up: Conducted when an individual who has violated the prohibited drug and alcohol rules returns to performing safety-sensitive duties. Follow-up tests are unannounced and at least six tests must be conducted in the first 12 months after an employee returns to duty.

Dangerous Goods: Canadian law states that anyone who handles, offers for trans-port, transports or imports dangerous goods must be adequately trained to the level of their job responsibilities and hold a valid Training Certificate, applicable to the specific mode of transport being dealt with. The basic premise is that anyone who may come in contact with dangerous goods must be trained. The topics covered in the training must include, but are not limited to:

• Identify the Classification System of the nine classes of dangerous goods and their associated hazards

• Learn the shipping names, classes, UN Number and packing groups for danger-ous goods encountered on the job

• Understand the information required on the shipping document• Understand the requirements regarding mixed loads, segregation of dangerous

goods, and choosing the proper means of containment• Learn the proper use of all equipment that is used in the handling, offering for

transport and or transportation of dangerous goodsBorder Crossing: Since the free trade agreement, Canada and the US have imple-

mented various programs to make the border crossing more efficient and hassle free. Drivers must be educated about the different border crossing programs and proce-dures. Some of these programs are:

1) ACE (Automated Commercial Environment) e-Manifest requires every trucking company to send information about truck, trailer, shipper, consignee, ship-ment and driver electronically to CBP (Customs Border Protection) two hours before the driver arrives at the border.

2) ACI (Advance Carrier Information) e-Manifest: CBSA (Canada Border Se-curity Agency) is implementing a very similar e-Manifest program to gather infor-mation before a truck brings shipments back to Canada. The program is already in production, but will become mandatory effective November 1st this year.

3) C-TPAT (Customs Trade Partnership Against Terrorism): This is a volun-tary partnership with CBP to share responsibility to improve supply chain security and prevent terrorism related threats to the US.

4) PIP (Partners In Protection): This is voluntary partnership with CBSA to make the Canadian borders more secure.

5) Carrier Bonds: Transportation companies can become bonded carriers by se-curing a bond with CBP or CBSA to bring bonded shipments. These shipments do not require customs clearance at the border.

Most of the non-transport industries are realizing the benefits of educated and trained work forces. This is the reason they are committing to include education and training in their incentive and reward programs. Transportation companies need to make the same commitment. Doing so, they can make their operations more safe and secure, retain their valuable employees, increase profitability and gain more market share.


Bison Hero - Vijaydeep Sahasi

In August, Vijaydeep Sahasi, a Bison truck driver was on a remote stretch of Highway 5 just past Merritt in B.C. when he saw a parked car on the side of the highway and a man trying to flag him down. Sahasi’s heroism no doubt

saved the British Columbia woman’s life.“My wife’s having a heart attack!” the man told Sahasi.Sahasi called 9-1-1 and rushed to the car, where he found the woman still strapped

in her seatbelt.Following the instruction of the 9-1-1 operator, Sahasi got the woman out of the

car and lay her down on the ground. There was no one else but Sahasi and the wom-an’s husband to help and Sahasi had not done CPR before.

He was nervous, he says, because he knew that in some cases, amateurs perform-ing CPR have broken the victim’s ribs or caused other injuries. But with the help of the 9-1-1 operator, Sahasi performed the necessary CPR procedure.

It took thirty minutes for first responders to arrive, the woman repeatedly started and then stopped breathing. Sahasi grew tired, but never gave up, stopping only when paramedics arrived and took over.

The woman was taken to the hospital and survived. The next day, her husband called Sahasi to share the good news: his wife was doing well, had no cracked ribs or significant problems as a result of the CPR.

At the hospital, the doctors had told him, “You’re really lucky your wife is alive, given that this happened in the middle of nowhere. Only about two percent of people would survive cardiac arrest in such a remote location.”

Sahasi, who has driven for Bison more than a year, commented: “I believe that what goes around, comes around. I was already running a little late, but destiny had planned something else for me that day.”

He continued: “It made me feel so good that the doctor said I did [the CPR] perfectly. If done too lightly, the heart wouldn’t have started functioning. If done too hard, her ribs might have been fractured. Neither happened, and it is really, really rewarding to know she survived. I never expected this [Bison job] would take me somewhere like this.”

For his act of kindness, the Truckload Carriers Association (TCA) has named Sa-hasi a Highway Angel and has presented him with a certificate, patch, lapel pin, and truck decal. Manitoba-based Bison Transport also received a certificate acknowledg-ing that one of its drivers is a Highway Angel.

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shwsI bhuq GbrwieAw hoieAw sI ikauN ik

bwiesn trk kMpnI dw

bhwdr

Vijaydeep Sahasi

Bison Hero

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ACTNOW!

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• •Dangerous Goods Certificate Hours of Services CoursesPre Trip & Safety Classes Professional Driver Training Program• •

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IRP Registration & Revenue C.V.O.R. Registration•

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Compliance Package for Single Operations & Small FleetFuel Tax Report & File Mileage Report for (KY, NY, NM, OR)•Monitor & Update Driver Qualification File • Log Book Auditing•Setting Up Equipment/Maintenance Files•Mini Audit prior to your Ontario/USDOT Audit•

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Bison Hero - Vijaydeep Sahasi

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Peterbilt announced today a new medium-duty Model 220 can now be spec’d with a clear frame rail package. Adding this spec will add 10 inches of frame rail space.

“This new option is ideal for customers in applications such as beverage delivery, street sweeping and striping and refuse collection and packing,” said Robert Woodall, Peterbilt director of sales and marketing. “The clear frame rail package optimizes chassis space to help accommodate installation of a wider range of work bodies. Additionally, this new con-figuration results in a 40 percent larger capacity DEF [diesel exhaust fluid] tank, improved visibility through the rear window and greater ease of serviceability. ”The Model 220 was in-troduced in March and went into production in July. “The Model 220 is compact and nimble making it ideal for applications that require high maneuverability and finesse, such as street sweepers, road stripers and vacuum loaders,” Woodall said. “This is a great truck for getting into tight spots, getting the work done and then getting back out and onto the next job.”

Peterbilt Announces New Medium Model 220


Unified Carrier Registration (UCR)

What is UCR? UCR stands for Unified Carrier Registration program. It was

created by the federal legislation and has replaced the former system for registering the operators of vehicles engaged in in-terstate travel, it was commonly known as the Single State Reg-istration System (SSRS).

What is the major difference between the UCR and the SSRS?

The UCR applies to all operators of Commercial Motor Ve-hicles (CMVs) whereas the SSRS only applied to for-hire motor carriers. The UCR also includes carrier’s that are transporting interstate goods even if their vehicles do not leave the state.

According to the UCR program, what is considered a CMV?

Any self-propelled vehicle used on highways engaged in in-terstate travel that has a gross weight of 10,001 pounds or more is considered a CMV.

Also vehicles that are designed to transport 11 or more pas-sengers including the driver are considered CMVs. Any vehicle that is required to have hazardous waste placards will also fall into this category.

Will the registration apply to individual vehicles or will a single registration apply to the fleet?

One registration based on fleet size applies to all the vehicles that are registered under the USDOT number.

Do only motor carriers have to register for UCR?No, along with motor carrier, all motor private carriers,

freight forwarders, brokers and leasing companies have to reg-ister for UCR as well.

What happens if your company does not register for UCR?

Each state has the authority to enforce registration compli-ance through roadside enforcement checks. If your vehicle is pulled over and your company has not been registered for UCR you could be subject to a fine depending on which state you are pulled over in. A business audit could also reveal that your company is not registered for UCR and this could lead to ad-ditional fines.

Will you get a certificate to prove your registration with UCR?

There is no certificate issued but your registration informa-tion is kept in a national database which can be accessed by law enforcement personnel as part of routine roadside checks.

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Unified Carrier Registration (UCR)XUnIPweIf kYrIAr rijstRySn (XU.sI.Awr)

NSC Compliance Services


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¡ New company complete permit set ups

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¡ Training for NSC, Dangerous Goods in English & Punjabi

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¡ Local & Long Haul Log Books available Single or Cases

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kI ieh rijstRySn irnIaU vI krvwauxI pYNdI hY?ieh rijstRySn hr swl irnIaU krvwauxI pYNdI hY[XU sI Awr dI ikMnI PIs hY?ieh PIs ies gl ‘qy inrBr krdI hY ik quhwfy PlIt dw

Awkwr kI hY[ hyTW ies PIs dw vyrvw idqw igAw hY:vhIklW dI igxqI ikMnI rkm 0 qoN 2 $ 76.00 3 qoN 5 $ 227.00 6 qoN 20 $ 452.00 21 qoN 100 $ 1,576.00 101 qoN 000 $ 7,511.00 1001 qoN vD $ 73,346.00 srkwr ies qrHW iekTI kIqI rkm nUM iks qrHW Krc

krdI hY?XU sI Awr pRogrwm rwhIN iekTI kIqI rkm nUM srkwr motr

kYrIAr dI suriKAw dy pRogrwmW leI vrqdI hY [jy ies pRogrwm ‘c rijstr hoxw hovy jW rijstRySn irnIaU

krvwauxI hovy jW pRogrwm sbMDI iksy iksm dI shwieqw dI loV hovy qW ies sbMDI shwieqw ikQoN leI jw skdI hY?

jy qusIN Awpxy ibzns jW kMpnI nUM XU sI Awr ‘c rijstr krvwauxw cwhuMdy ho jW rijstRySn nUM irnIaU krvwauxw cwhuMdy ho qW 1-800-965-9839 ‘qy &on kro

Do I have to renew this registration? Yes the UCR has to be renewed annually. What are the fees for the UCR?The fees depend on your fleet size, below is the breakdown

of the fees: Number of Vehicles Amount Due 0 to 2 $ 76.00 3 to 5 $ 227.00 6 to 20 $ 452.00 21 to 100 $ 1,576.00 101 to 1000 $ 7,511.00 1001 or more $ 73,346.00 How does the government use these funds that are col-

lected under this program? The revenue generated through the UCR program is used

for enforcement of motor carrier safety programs. Where can I get more information on how to register or

if I need assistance with registering or renewing?You can call us at our toll free number at 1-800-965-9839

if you need assistance in registering your company or business for UCR or renewing your UCR.


Desi News

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During a recent news conference, Ann Demitruk, the company’s director of marketing, Western

Star, noted that with automated manual transmissions rap-idly gaining marketshare in Class 8 applications, it seemed to her that fleets and driving schools should use this fact as a marketing tool to help attract new drivers to the industry.

According to the FCMSA’s website it is perfectly le-gal and acceptable to train, test and receive a Commercial Driver’s License without learning how to operate a heavy-duty manual transmission. The agency gives such drivers an “E” endorsement code on their CDLs, to indicate they are restricted to automatic transmissions only.

As more people who have not been inculcated with innate knowledge and feel for machinery, it makes sense to allow the machine to do more and not worry about the diagnostic skill levels of drivers to be anything other than driving.

Most fleets and schools believe there is a need to such knowledge gained from manual transmissions and how the vehicle feels and handles utilizing the manual transmis-sion. If the driver can handle a manual transmission, then he or she should not have a problem with the automatic. The other line of thinking is that a driver should be well rounded and capable of driving any vehicle on the road.

With the advent of the automatic, approximately 20% of the new drivers – those who cannot grasp the dynamics of manual transmission – could be added to the driver pool but using automatic transmissions.

Bias against automatics still exists. And fleets, which desperately need drivers, are turning qualified candidates away because they can’t drive a manual transmission-equipped truck despite the fact FCMSA policy clearly states that the ability to operate a manual transmission is not a requirement to obtain a CDL. Basically, fleets would sooner demand drivers adjust to their specifications rather than having the equipment meet the needs of the operator.

Should drivers skill match equipment or should equipment match the drivers skill level?

kI frweIvrW dw hunr XMqrW Anuswr hoxw cwhIdw hY jW XMqr frweIvrW dy hunr Anuswr hoxy cwhIdy hn ?


Trucking, Transportation or Logistics?

The word “Logistics” is very vaguely understood in the transportation industry. It is very often mixed up with transportation. By definition, Logistics means having

the right thing, at the right place, at the right time. According to the Council of Logistics Management, Logistics is the process of planning, implementing, and controlling the efficient, effec-tive flow and storage of goods, services, and related information from point of origin to point of consumption for the purpose of conforming to customer requirements. This definition includes in-bound, outbound, internal, and external movements, and return of materials for environmental purposes. With today’s fast-moving global marketplace, companies who provide transportation and lo-gistics services play an integral role in the supply chain.

Today, the geographical boundaries are disappearing for global trade. But, this globalization has brought in many challenges, one of which is the free flow of goods and services across boundaries. Managing these, in a cost-effective manner is the key to growth in business. In this context, logistics management and supply chain management (SCM) have come into sharp focus in the industry, as an opportunity to gain an edge in the market. The need to keep the chain lean and responsive is a major priority. The ever-changing landscape of the logistics field makes it one of the most dynamic and complex industry niches present in today’s business environ-ment. Inefficiencies in physical distribution in the supply chain management system can often pose significant threats to overall business performance and undermine organizations against lead-ing contenders. A manager’s ability to integrate coordination be-tween various channels of distribution, including transportation, storage of products, and the seamless implementation of data pro-cessing systems is vital to the growth and development of logistics firms.

Effective logistics managers must posses excellent analytical skills, coupled with a firm aptitude to solve problems within the finance, marketing, production, transportation, inventory control, and quality control sectors. An in-depth understanding of algebra and financial mathematics are also a key corner stone in the devel-

opment of logistics decision modeling. Logistics managers must ensure they are able to adapt to rapid-

ly changing work environments, especially when focusing on the transport component of an organization. Individuals in this field must have a concrete understanding of the cost structures of vari-ous carriers and their respective modes of transportation and how to adequately allocate resources and make beneficial pricing deci-sions under pressure. Managers are also required to have a firm understanding of the legislation and policies governing the trans-port sector. Ultimately, the goal for Logistics managers is to lower logistics and transportation costs; increase asset turnover; reduce inventory carrying costs; decrease customs fines and penalties through better trade compliance; and strengthen customer service.

Modern Logistics primarily focus to fulfill customers’ needs. It involves management of the various activities required to move benefits from their point of production to the customer. These ben-efits can either be in the form of tangible products which are manu-factured, or intangible such as services provided to the customers. Each organization’s approach to Logistics management is differ-ent from one another. Some of these firms are more focused to produce these benefits on their own. Their strategy is more aligned towards capturing raw materials. Alternatively, other companies’ logistics strategy is more inclined towards the distribution of the end products into the hands of the consumer. Regardless of the strategic alignment, logistics system is made up of many function-al activities such as:

Customer Service: is the ultimate goal of any logistics strategy. It involves complaint handling, special order requests, damage claims, returns, billing problems, etc. A well organized customer service set up ensures continuous business from satisfied custom-ers.

Inventory Management: is about carrying enough stock to en-sure the best customer service without losing money by storing excessive and dead inventory. This is important at both sides – fin-ished goods as well as raw materials.

Transportation: addresses physical movement of goods from




a point of origin to a point of consumption. In dealing with international logistics, a well planned transportation architecture is required which involves having a integrated means of transportation through ships, air, rail and road. Knowledge about import and export rules and regulations also play a great role in this area.

Storage and materials handling: address the physical storage requirements of holding inventory. It is the management and acquisi-tion of the proper space required and han-dling the materials within that space. Differ-ent options need to be analyzed in finalizing the storage strategy like Buy vs Lease op-tions, or Public vs Private warehousing.

Packaging: is about protecting the prod-uct while it is being shipped or stored. It is also about presenting the products to the ul-timate consumer. There are various govern-ment labeling rules that need to be followed and adhered to.

Information Processing: links all areas of the logistics system together. Various software packages are available to manage different activities in logistics management.

Demand forecasting: helps in preparing for meeting the customers future demands. Historical sales statistics, seasonal trends and planned future events are considered to accurately forecast future demands.

Production planning: is another compo-nent of the logistics to ensure that customer’s orders are fulfilled on time. Manufacturing needs components and raw materials in or-der to make finished goods. Proper planning is required to account for machine, labor and capacity constraints.

Purchasing: In order to manufacture and deliver orders to customers, internal pur-chase and procurement of raw materials are very important. Lead times for each supplier also need to be taken into proper consider-ation.

Facility location: addresses the strategic placement of warehouses, manufacturing plants, and transportation resources. These decisions are not made very often, but once made directly reflect the company’s ultimate success or failure.

In addition to the above activities, logis-tics tasks also include, but are not limited to other activities such as after-sales parts and service support, maintenance contracts, return goods handling and recycling opera-tions. An organization’s strategy guides the way the individual activities are performed. A well coordinated and executed logistics strategy plays an important milestone in any organization success.

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A proposal from the Federal Motor Carrier Safety Administration to amend the rule to increase the minimum amount of liability insurance carriers must have has been sent to the White House’s Office of Management and Budget — the final stop before the rule is published as a Notice of Proposed Rulemaking.

A recent Department of Transportation report suggested the rule would clear the OMB Oct. 12 and be published as a NPRM Oct. 22.The rule appeared on the radar in April, when FMCSA released a report saying the

current $750,000 minimum is too low. The agency noted in its report the minimum has been the same since 1985, and if had it kept up with inflation, it would be upwards of $1.6 million, FMCSA says.

The agency has apparently breezed through the rulemaking process and is poised to publish the proposed rule just six months after releasing the report

The American Trucking Associations and the Owner-Operator Independent Driv-ers Association, however, both cite research saying just 1 percent of truck crashes cause damages that exceed $1 million. Both groups have said they are against an increase in the minimum.

Women with Drive Leadership Summit has been scheduled for March 5 in Toronto, a first ever event in the trucking industry.

The summit aims to address the challenges and barriers faced by women in truck-ing. Word of the summit was unveiled by Trucking HR Canada as part of its three-year action plan – which is based on the results of surveys taken by women who already work in trucking, male managers and women looking for careers.

Other actions will include a new marketing campaign to promote trucking for women and creating mentorship and training opportunities for women in trucking.

“We are taking steps to facilitate lasting change, transform business cultures, and support the women who pursue career opportunities in trucking,” said Cavalier Trans-port’s Vicki Stafford, chair of the national advisory committee. “Canada’s trucking in-dustry needs to recruit and retain far more women to maximize its potential and address an intensifying shortage of employees.” Angela Splinter, CEO of Trucking HR Canada added: “This action plan represents a series of concrete steps to help address one of the trucking industry’s biggest long-term challenges.”

FMCSA requests insurance liability increases.

Women with Drive Leadership Summit Announced

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No load is worth your life

Do get your truck ready. Don’t put it off and wait until you’re caught in a dangerous situation.

no load is worth your life

- Ken Davey

Everywhere there are lots of “tips” on getting your truck ready for winter. The reason is simple. A small me-chanical annoyance in nice summer weather becomes

a life threatening breakdown in harsh winter conditions. Harder to find are ‘tips’ for getting yourself ready for winter. Getting you truck ready for winter is the mini-mum any trucker should. Getting you self ready is what the experienced real professional driver does.

Do get your truck ready. Don’t put it off and wait until you’re caught in a dangerous situation. In summer, a bald tire is not safe for lots of reasons. In winter, you can add to that list of reasons by considering it can causer you to jackknife. Get everything in tip top shape on your truck in September.

Given that your truck is ready for winter, the first thing you need to do is prepare your physical self. Always travel with a small tool kit, Hi-Vis clothes, warm clothes, boots and gloves and an extra 2 days food and water. In extreme weather you need to be able to keep warm without your truck running. Every year in the Rockies we see a highway shutdown that last 2 days and some unfortunate trucker trapped by a slide or accident. And it is not just the Rockies that have extreme weather. Make sure you can survive without freezing to death in the event that your truck cannot run for some reason. Now that your rig is ready, and your life is protected from the weather it is time to look at your attitude. There needs to be a change in your thinking. In winter driving is different. It is different than summer driving for 2 reasons. The first, as you might expect is because of the external conditions of extreme weather, the dark-ness, the cold, the ice and snow. The second issue is your body

clock. These 2 factors combine to make winter truck driving dou-bly dangerous.

The additional hours of darkness acts on your body causing you to want to sleep more. Not just that, it will make you less alert, actually drowsy as your body reminds you to get sleep.

It will also make it harder for you to wake up; especially if you are get-ting up wile it is still dark. Second, the winter conditions cause you to go slower and get fewer miles and less money even though you are work-ing longer hours and driving in more stressful conditions much of the time. This additional stress can make it hard for drowsy drivers to get to sleep and can reduce the quality of your sleep further compounding the problem.

In summer, your attitude is affected and actually influenced in a positive direction by the control you have on your rig and your running times. You can squeeze out a few extra miles or hours because you feel good, and are in control. In winter you attitude has to be more passive in that that you need to respect that winter is really in con-trol and you need to expect that physi-cally you can do less. These factors all come together when a driver, who may be completely legal to drive on log book time, is actually a little drowsy because of possible accumulated sleep debt and the darkness signaling his body clock to shut down. You’re not too tired to drive but you are driving less actively and not constantly look-ing at conditions or for hazards. The

weather or road is suddenly very bad, either because you weren’t watching conditions or there is a sudden change in conditions. You feel pressure to continue because you have a load that must deliver on time or you need to get home for some reason. You


No load is worth your life

might even be worried about this months pay cheque because you have been sitting a lot. Forget all that when the road condi-tions are very bad. You have to remember that stopping is an option and you need to decide if you should continue or stop. Do not just blindly continue.

Here is what should go into the deci-sion to stop or go in bad weather. Your primary responsibility is always to control the vehicle. No matter what a customer or dispatcher tells you, you have to decide if the road is safe. Consider your truck, your load and its weight distribution and the conditions. Simply following a friend or the truck in front of you is not a safe prac-tice. That truck has a different load, differ-ent tires and a driver with different experi-ence. Be honest with your self about how tired you are and what your driving experi-ence is like. A bad load on a bad road at night when you are tired is the wrong time to gain experience for anything other than learning how expensive an accident is. Re-member what you have at stake. If you run off the road it will cost you. On most fleets a Jackknife accident will cost 7 to 10 thou-sand in the insurance deductible and 20 to 40 thousand in down time. You could be killed or seriously injured. No load is worth you life… or anyone else’s. When the go-ing gets tough the tough get going - but the smart and profitable consider their options.

If you are fresh enough and you believe the conditions are of short duration, chain up. Ensure you have a safe place to put on the chains and while chained do not exceed 50kph. Once past the extreme hazard, find a safe place to remove the chains.

If things are so bad you feel unsafe to continue, pull over. Find a pullout, a ramp, a brake check, even a mall parking lot to park at. It needs to be relatively flat and away from traffic lanes. The level place is important because if it snows all night you may be stuck in the morning if you have to move against even a small uphill slope. As soon as you stop, call your dispatcher. Tell them where you are and what your plans are. Even if your company does not have 24 hour dispatch, call and leave a message. The customer needs to know right away why you are late and how late you plan on being.

By morning, usually the highway has been plowed and sanded, you are rested and the daylight makes driving easier, even if it is still snowing. Delivering on time is best. However, delivering late beats not de-livering at all.

An annual study of heavy-duty fleets across the country highlights several key traits of the trucking industry. CK Commercial Vehicle Research’s 2014 Annual Fleet Study judged sentiment regarding a variety of issues.

Representatives from 66 Class 8 fleets answered 20 questions. Some of the topics included equipment purchase plans for 2015, the impact of the driver shortage, the benefit of new technologies, preferred information sources for the industry and more.

Key points from the study:· Fleets plan to purchase slightly less equipment than they planned for 2014.· The most pressing issue facing the industry is the driver shortage, which determines

a fleet’s ability to add capacity.· Fleets are embracing technologies that improve fuel efficiency, enhance safety, or

aid in driver recruiting and retention.· Most fleets still perform their own equipment maintenance.· Truck manufacturers are increasingly becoming a trusted and reliable source of

information, service and replacement parts.Study participants came from private, for-hire and government fleets and represented

more than 40,000 heavy-duty trucks operating on the road today.

Study indicates needs of the industry for 2015


Technology plays a vital role in every business. With the in-troduction of the Internet, businesses are expanding their horizons to the global market. Along with businesses, con-

sumers are also taking full advantage of comparing and choosing the right supplier. The traditional ways of doing business like walk-ins, phone calls, or fax requests are not enough to compete and become profitable. New internet and software technologies are enabling col-laboration among various stakeholders. In the trucking industry there are a few online collaborative portals available in Canada and the USA where trucking companies can directly collaborate with freight brokers to get their trucks loaded. As of yet, this collaboration is still limited to carriers and fright brokers. Shippers are reluc-tant to participate in direct collaboration with the carriers.

Shippers – Freight Brokers Relationship: Shippers award freight contracts to freight brokers though formal bid processes. Usually these contracts are for terms of one or more years. The primary advantage freight brokers provide to shippers is knowledge of the transportation in-dustry’s rules and regulations. As transportation is one of the most regulated industries in Canada and the USA, it is hard for shippers to directly qualify carriers with all legal authorities and permits. Not only must freight brokers find the right carrier for a shipper, they must also ensure that the freight is covered by an adequate amount of carrier insurance. The other criterions for selection of a freight broker are: Track Re-cord in the industry, integrity, customer service, and of course, price.

Freight Brokers – Carriers Relationship: This relationship is mostly supported through online collaboration. Every morning freight brokers receive emails from shippers requiring transportation for their freight. Based on the shipper’s requirements, they post the freight on different online collaborative load boards. They specify the freight details such as:

• Origin City• Destination City• Availability Date• Trailer Type Requirement• Freight size (TL/LTL)• General CommentsSimilarly, every morning a carrier company posts the availability

of their trucks with similar specifications like:• Availability City• Destination City• Availability Date• Available Trailer Type• Freight size (TL/LTL)• General Comments

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PRyt brokr - kYrIArz sbMD: ieh sbMD Awm qOr ‘qy AwnlweIn hI kwiem rihMdy hn[ hr svyr PRyt bRokrW nUM iSprW vloN eI- myl imldI hY[ies ‘c aunHW vloN ieh mMg kIqI huMdI hY ik aunHW dy mwl leI tRWs-portySn dI loV hY[iSprW dI loV nUM muK rK ky auh ies nUM AwnlweIn rwhIN vK vK lof borfW ‘qy pw idMdy hn[auh lof sbMDI hyT ilKy vWg pUrI jwxkwrI vI idMdy hn:

* iks Sihr qoN mwl cukxw* iks Sihr ‘c mwl phuMcwauxw* auplBD hox dI imqI* tRylr tweIp iks qrHW dw * PRyt sweIz( tI AYl/AweI tI AYl)* hor koeI gliesy qrHW hI hr svyr iek kYrIAr kMpnI vI ies qrHW dI jwxkwrI

Awn lweIn ‘qy pwauNdI hY ijvyN:* ikhVy Sihr qoN auplBD* iks Sihr ‘c mwl phuMcwA skdy hn* auplBD hox dI imqI* tRylr tweIp iks qrHW dw * PRyt sweIz (tI AYl/AweI tI AYl)

- Dara NagraMBA PMP ®

PRyt mYnyjmYNt:ie`k sWJw Xqn

Freight Management a collaborative approach

Freight Management


Freight Management

Proof

Proof

Proof

Proof

Proof

Proof

Proof

Proof

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bhuq G`t ryt

LowFinancing rates

Enr EprytrW leI

bhuq hI vDIAw pRogrwm

Great programs for Owner / Operators

Based on these common criteria, the technology enables matching between truck and freight availability. The freight brokers and carrier companies also post their contact, insurance, authorities and permits information. When the technology finds a match, both parties can see each other’s information and can contact each other. Both can negoti-ate the price and other terms as per their own business guidelines. This collaboration is really helping both sides to operate efficiently. The ad-vantages for the freight brokers are:

• Visibility of available trucks• Time Saving• Verifying Carrier’s authorities and permits• Verifying insurance informationThe advantages for the carriers are:• Visibility of available loads• Better Trip Planning• Less Empty Miles• More loads• Better Capacity Planning (TL/LTL)The load board collaboration provider companies offer some value

added options to their members. Among other things, the member’s credit report is one the most important value added services. This builds trust among all participating members and boosts their confidence to do business with each other. As the time progresses, more and more partici-pants will join these collaboration boards. With the increased numbers of freight loads, the market is facing some capacity crunch. The num-bers of available trucks are very steady. Better planning is required to face the capacity crunch problems. The days are not far when shippers will come on-board directly on these collaboration boards. This will create a new world of collaborative freight management.

* hor koeI glies Awm ksOtI nUM muK rK ky bxweI hoeI tYknwlojI do brwbr dIAW

iDrW dw myl krdI hY[iesy qrHW hI PRyt bRokr Aqy kYrIAr kMpnIAW vI Aw-pxy kWtYkt, ieMSUrYNs, AQwirtIAW Aqy primt sbMDI jwxkwrI AwnlweIn ‘qy pwauNdIAW hn[ jdoN hI qknIk nUM koeI mYc imldw hY qW ies qoN bwAd dovyN pwrtIAW swrI jwxkwrI dyK ky iek dUjy nwL sMprk kr skdIAW hn[ auh Awpxy ibzns gweIflweInW Anuswr SrqW Aqy kImq qYA kr skdIAW hn[ies qrHW dy myl joL nwL dovW pwisAW nUM hI Pwiedw huMdw hY[ jo Pwiedw PRyt bRokrW nUM huMdw hY auh ieh hY:

* imlx vwLy trkW dI jwxkwrI ho jWdI hY* smyN dI bcq huMdI hY* kYrIAr dI AQwrtI Aqy primt dI qsdIk ho skdI hY* ieMSUrYNs dI qsdIk vI ho skdI hYkYrIArW nUM ieh lwB huMdy hn:* pqw lg jWdw hY ik lof ikhVw imlxw hY* tirp dI vDIAw Xojnw bxw skdy hn* bhuq Gt KwlI sPr krnw pvygw* izAwdw BwVw iml skygw* vDIAw smrQw vwLI Xojnw bxweI jw skdI hY ((tI AYl/AweI tI

AYl)lof dyx vwlIAW kMpnIAW keI vwr Awpxy mYNbrW nUM iek dI QW vwDU bdl

vI dy idMdIAW hn[horW glW qoN ielwvw mYNbr dI kYRyift irport bhuq vDIAw gl hY[ies nwL sbMDq swry mYNbrW ‘c Awps ‘c kMm krn leI ivSvws vDdw hY [ijvyN ijvyN smW bIqdw hY ienHW kOlYborySn borfW ‘c hor mYNbr juVdy rihMdy hn[ijvyN hI igxqI vDdI jwvygI mwrikt ‘c vDyry smrQw bxygI[imlx vwLy trkW dI igxqI hor vDygI[smrQw dIAW muSklW nUM hl krn leI loV hY vDIAw XojnwbMdI dI[ auh idn dUr nhIN jdoN ienHW borfW ‘qy iSpr vI Aw jwxgy[aus smyN PRyt pRbMD dw iek nvW hI sMswr hovygw[


Winter and General Safety

Fall has arrived and although we hate to hear it, Winter will soon be upon us and yes, I have to say that ugly “S” word – snow. The problem with having such a

large country is that “winter” is not the same in the various parts of the country at the same time. In fact a cross-country driver can experience all four seasons in one trip and it really doesn’t matter what month of the calendar is being displayed. This fact makes everyday a challenge.

As the seasons change, however, we must relearn our skills to meet the challenges of the day. Driving in winter conditions is unlike any other. Dry winter roads can be just as slippery as those ice and snow covered stretches of pavement. But when the road looks dry, it can lead us into remembering those warm dry summer days when traction isn’t a big issue.

Anytime the temperature is below zero Celsius, even dry pavement can be challenging. There are several reasons for traction being more of a challenge when the temperature drops is two fold. First the pavement itself, while appearing dry can have a slight film that will reduce traction. The other factor is the tires on your vehicle. Most all season tires, are quite good to about minus ten Celsius at holding traction, but below that they aren’t good at all. Winter tires are able to maintain traction well below that of all seasons. Summer tires are all but useless at maintaining traction in winter conditions but are excellent at running cooler in the heat of summer.

Traction works two way also. That’s the traction of digging in and moving the truck forward but also traction is that ability to bring the vehicle to a halt without skidding. Skidding is loos-ing control and even a brief moment of no control is out of the question.

This time a year, it’s critical to give a great deal of attention to your tires and make sure they will perform their best in the conditions you are most likely to face. We have little or no con-trol over the way the road itself is maintained but we do have the ability to control the way we react to the conditions presented.

This is also the time of year when ensuring the windshield is in good shape and that the wipers are changed from summer operations to winter operations. And don’t forget to have a spare

p`qJV dw mOsm Aw igAw hY[ BwvyN AsIN ies nuM cMgw qW nhIN smJdy pr srdI dw mOsm vI brUhW ‘qy KVHw hY[ pr nwL lgdI g`l ie`k A`Kr “s” ijhVw sB qoN burw lgdw hY Bwv snoA dw swhmxw krnw hI pYxw hY[ bhuq v`fw dyS hox dw ieh vI ArQ hY ik dyS dy swry ihìsAW ‘c ie`ko smyN ie`ko ijhI srdI nhIN huMdI[ kYlMfr ‘qy idn mhInw BwvyN koeI vI hovy Asl ‘c swry dyS ‘c jwx vwLw frweIvr ie`k hI itRp ‘c chuMAW mOsmW dw nzwrw vyK lYNdw hY[ ieh AslIAq hr idn nUM cuxOqIAW BrpUr bxw idMdI hY[

ijvyN ijvyN mOsm bdldw hY swnUM aus qrHW dy mOsm dw mukwblw krn leI Awpxy hunrW nUM muV Xwd kr lYxw cwhIdw hY[ srdI dy mOsm ‘c frweIivMg krnI iblkul v`KrI hI huMdI hY[ uSk srdI dy mOsm ‘c sVkW aus qrHW dIAW hI silprI huMdIAW hn ijs qrHW pyvmYNtW AweIs Aqy snoA pYx smyN huMdIAW hn[ pr jdoN sVk KuSk lgdI hY qW swnUM ieh grmIAW smyN dIAW aunHW sVkW vWg l`gx lgdI hY jdoN trYkSn dw koeI mslw nhIN huMdw[

jdoN kdy qwpmwn zIro ifgrI q`k hyTW Aw jWdw hY audoN qW KuSk pyvmYNt vI Kqry qoN KwlI nhIN huMdI[jdoN qwpmwn dUxw Gt jWdw hY audoN trYkSn dy izAwdw Kqrnwk hox dy kwrn vI vD jWdy hn [ jdoN ieh KuSk lgdI hY pyvmYNt ‘qy pyqlI ijhI qih hox nwL vI trYkSn Gt jWdI hY[ dUjw kwrn hY ik quhwfy tr`k dy twier iks qrHW dy hn[ bhuq swry mOsmI twier mnPI 10 ifgrI sYlsIAs q`k sVkI pkV r`Kx q`k dy smr`Q qW huMdy hn pr ies qoN G`t qwpmwn ‘qy iblkul nhIN[ srdIAW vwLy twier swry sIznW vwLy twierW nwlON vDIAw trYkSn vwLy huMdy hn[ kyvl grmIAW vwLy twier aus mOsm ‘c qW grmI dI A`q grmI ‘c TMFy rihx kwrn bhuq vDIAw huMdy hn pr srdIAW ‘c trYkSn kwiem r`Kx ‘c ieh iblkul inkMmy hn[

trYkSn dw dohrw kMm hY[ ie`k qW ieh ik ieh sVk nwL cMbV ky tr`k nUM A`gy qordI hY dUjw ieh ik iqlkx nhIN idMdI Aqy ies qrHW dI hwlq ‘c vhIkl nUM KVHw kr idMdI hY[ iqlkx Bwv sikifMg dw ArQ hY quhwfy kMtrol qoN bwhr ho jwxw Aqy quhwnUM pqw hY ie`k pl vI kwbU qoN bwhr hoxw Kqry qoN KwlI nhIN[

swl dy ies smyN ‘c ieh zrUrI hY ik qusIN Awpxy twierW vl pUrw iDAwn dyvo Aqy ieh zkInI bxwE ik auh aunHW hwlwq ‘c bhuq vDIAw rihxgy ijnHW dw qhwnUM swhmxw krnw pY skdw hY[ijs qrHW dI sVk hY aus ‘qy qW swfw koeI v`s nhIN pr ijs qrHW ies nwL inptxw hY ausdI Xogqw qW swfy kol hY[

ieh auh smW vI hY jdoN ik ieh zkInI bxwieAw jwvy ik quhwfy ivMfSIlf TIk Twk hn Aqy kI grmI ‘c kMm krn vwLy vweIprW nUM srdIAW ‘c kMm krnXog bxw ilAw hY[ieh vI zkInI bxw lE ik r`b sb`bI jy loV pY jwvy qW kI bdlx leI quhwfy jOkI bwks ‘c ie`k A`Dw hor vweIpr hY[

swl dw ieh auh smW vI hY jdoN swnUM Awpxy suBwA jW mnoibRqI bdlx dI vI loV hY[ jwxI ik grmIAW ‘c swnUM surìKAw sbMDI

srdIAW dw mOsm Aqy quhwfI surìKAw


G. Ray Gompf



wiper or two to place in your jockey box, just in case.It’s also the time of year to readjust our mentality. OK, dur-

ing the summer we’ve let our safety margins shrink. We’re thinking we can stop easier, therefore, we don’t protect our safety margins with the same urgency. As winter approaches it’s time to extend that safety margin because our ability to stop may not be what we want at every point along the road. Since we never know when we are going to be asked, de-manded, to stop, whether for a creature that pops out in front of us and that unthinking car driver passes us and pulls into our safety margin then slows down and in some cases does so quickly it puts everyone in danger.

While truck drivers in the east rarely have to consider “chaining up”, those in the west know that chaining is not an option. When the authorities deem chains are required, chains ARE required. Before you have a need presented to chain up, make sure you know your chains have been properly lain out and are not all tangled up. Make sure there are no broken links. Make sure the fastening devices work smoothly. If there is any doubt in your mind about the soundness of your chains, then replace them. Make sure you know how they are applied. Even practice installing them where it’s nice and dry and you can do it in comfort, well relative comfort because when you must chain up, rest assured the weather will be very nasty and you’ll be trying to attach chains in less and desirable condi-tions.

And of course, you remember that, depending on your load and how hot it is, that if you feel unsafe, then park it until you are safe. There is no load, no matter how hot it is, worth your life. If you have any choice, then park until the nasty is over. Wait until the snowplow has cleared the path and that the salt-shaker has done it’s job. This isn’t rocket science, just exercise that common sense that’s inherent in our souls.

I’d like to shift focus now from traction to something that is critically important. We don’t often think about this subject

ieMnw iPkr nhIN huMdw[ swnUM ieh pqw huMdw hY ik rukx smyN swnUM ieMnI muSkl nhIN AwvygI [swnUM Awpxy surìKAw sbMDI iPkr qW hr vyly rihMdw hY pr ieMnw nhIN ijMnw srdIAW ‘c[ jdoN vI srdI dw mOsm Awx bhuVdw hY swnUM AwpxI surìKAw dw Gyrw hor ivSwl krnw pYNdw hY[ muK kwrn huMdw hY ik swfy kol sVk ‘qy jdoN AsIN cwhIey ausy smyN ruk skx dy mOky bhuq G`t huMdy hn[ ikauN ik swnUM ieh pqw nhIN huMdw ik swnUM kdoN rukx leI ikhw jWdw hY jW rukx dI loV pY jwxI hY[ ieh vI ho skdw hY ik koeI jwnvr swfy A`gy Aw jwvy jW Acncyq koeI kwr vwLw swfy A`gy Aw jwvy[ ies qrHW dy smyN suruiKAw dy bdl bhuq G`t huMdy hn[ bhuq vwrI ies dw is`tw ieh huMdw hY ik hr koeI Kqry ‘c iGr jWdw hY[

pUrb ‘c cldy fRweIvrW nUM qW kdy kdweIN hI cyn A`p bwry socxw pvy pr p`Cm ‘c cldy fRweIvr jwxdy hn ik aunHW kol iesdw hor koeI bdl nhIN[ jdoN AiDkwrI ieh cwhuMdy hn ik cynW pwxIAW hn ies dw ArQ hY ik ienHW nUM zrUr hI pwauxw pYxw hY[ ies qoN pihlW ik quhwnUM cynW pwaux dI loV pvy ieh zkInI bxw lE ik cynW pUrI qrHW ivCwe-IAW geIAW hn Aqy AVIAW ie`k dUjy ‘c nhIN PsIAw hoeIAW[ ieh vI cMgI qrHW vyK lE ik koeI kVI tutI hoeI qW nhIN[ieh vI insicq kr lE ik k`sx vwly AOzwr pUrI qrHW kMm krdy hn[ jy cynW dI mzbUqI bwry quhwfy mn ‘c iksy qrHW dI S`k hY qW aunHW nUM bdl lE[ quhwnUM ieh vI pqw hoxw cwhIdw hY ik aunHW nUM iks qrHW bdlxw hY[cyn A`p krn sbMDI pihlW hI AiBAws kr lE[ KuSk qy TIk mOsm Aqy surìKAq QW dyK ky cyn A`p krn dw AiBAws kr lE[ ikauN ik ieh g`l pUrI qOr ‘qy jwx lE ik jdoN quhwnUM cyn A`p krnw pYxw hYy aus smyN nw hI mOsm TIk hovygw Aqy nw hI vDIAw hwlwq hoxgy[

jy qusIN surìKAq mihsUs nhIN krdy qW aus smyN q`k tr`k pwrk kr r`Ko jdoN q`k qusIN hwlwq AnkUl nhIN smJdy [ ies smyN lof jW aus sbMDI smyN dw iKAwl nw r`Ko[koeI vI lof ijMnw mrzI zrUrI hovy quhwfI jwn nwloN izAwdw kImqI nhIN[ quhwfy koL ies smyN ie`k hI bdl hY ik qusIN tr`k pwrk kr idE Aqy aunw icr kr r`KO ijMnw icr mOsm TIk nhIN ho jWdw[ snoAplo v`loN snoA htw ky lUx iKlwrn vwly v`loN sVk ‘qy lUx iKlwrn q`k dy smyN dI aufIk kro[ ieh g`l smJxI koeI ivigAwnk phylI nhIN sgoN qusIN Awpxy sDwrn idmwg nwL soc ky vI kr skdy ho[

mYN hux quhwfw iDAwn tRYkSn v`l duAwxw cwhuMdw hW ijhVw ik bhuq zrUrI hY[ AsIN ies bwry bhuq nhIN socdy pr AOtvw ‘c hoey hwlIAw



but there was an incident in Ottawa recently that should bring this to our attention in boxcar letters.

The incident to which I refer is the bus/train collision in which six people on the double-decker bus died instantly and more than 30 were injured. There is a lot of speculation about what caused this catastrophic wreck but the thing is that six people died and since one of them was the bus driver, we may never ever know what caused the wreck.

The point I’m going to emphasize here is that crossing rail-way tracks is potentially life threatening every time. The speed limit for crossing railway tracks at a level crossing is 30 kilome-tres per hour. This isn’t a suggestion, it’s the law. A law that is ignored completely by the overwhelming portion of the driving population and yes, including truck drivers. We MUST learn that crossing railway tracks is dangerous and we MUST learn to obey the law, every time.

Every year in this country, there are on average forty inci-dents involving commercial vehicles and trains, so it’s not that uncommon. That’s approximately one wreck every ten days involving a commercial vehicle and a train. Often, there is a fa-tality, rarely in these types of collisions does everyone involved survive.

There shouldn’t be one wreck. Truck drivers are profession-als and therefore should be held to a higher standard. We are held to a higher standard.

Now, to put this particular bus/train wreck into perspective. The crossing was at the highest level of protection. That means it had flashing warning lights and a barrier and both of these worked. The bus, for some reason, a reason that may never truly be understood, went through the barrier and struck the train, which subsequently derailed. All of the deaths and injuries were on the bus. The train passengers were shaken but other-wise none injured.

So our job as truck drivers is to recognize there is a railway crossing. Slow down, to the speed limit prescribed by the law, then proceed only when safe to do so. If you can see the train, it isn’t safe to cross. Beating the train across the intersection may save a couple of seconds but is the effort of saving a few seconds worth your life? Remember, when you stop of the crossing train, leave enough room for the train’s overhang. The train itself is considerably wider than the tracks. This all sounds like why would anyone not know. Well, forty professional com-mercial drivers obviously, didn’t know or forgot, so we have to remind each other the dangers. This isn’t just a winter problem although the winter conditions could exacerbate the problem. Remember that ANYTIME is Train time.

hwdsy ny swfw iDAwn ies pwsy iKìcAw hY[ijs hwdsy dI mYN g`l kr irhw hW ieh fbl fYkr b`s Aqy ie`k

ryl g`fI dI t`kr dw hY[ies iv`c b`s ‘c svwr 6 lokW dI mOq ho geI Aqy 30 dy krIb lok zKmI ho gey[ ies sbMDI keI qrHW dy AMdwzy lwey jw rhy hn ik iesdw kI kwrn hovygw pr mrn vwilAW ‘c b`s dw frweIvr vI sI ies leI AslI kwrn dw Swied hI pqw l`g sky[

ijs g`l ‘qy mYN zor dyxw cwhuMdw hW auh ieh hY ik rylvy trYkW nUM pwr krn smyN hr vyly ^qrw bixAw rihMdw hY[lYvl krOisMg ‘qy rylvy trYk krn vyly hr smyN spIf dI h`d 30 iklomItr pRqI GMtw hI hY[ieh koeI suJwA nhIN ieh qW knUMn hY[ ieh ie`k AYsw knUMn hY ijs dI tr`k frweIvrW smyq bhuqy frweIvr pUrI qrHW aulMGxw krdy hn[ swnUM ieh g`l p`kI qrHW Xwd r`KxI cwhIdI hY ik rylvy trYk nUM pwr krnw Kqry BrpUr hY Aqy swnUM hr smyN knUMn dI pwlxw hI krnI cwhIdI hY[

ieh koeI AsDwrx g`l nhIN ies dyS ‘c hr swl kmRSl vhIklW Aqy ryl g`fIAW dy AOsqn 40 dy kRIb AYksIfYNt huMdy hn[ moty qOr ‘qy hr 10 idn bwAd ie`k AYksIfYNt[ Aksr ieh hI dyKx ‘c AwieAw hY ik ies qrHW dI t`kr ‘c koeI nw koeI mOq zrUr huMdI hY[ ieh r`b sb`bI hI hY ik kdy ies qrHW dw Bwxw nw vriqAw hovy[ pr ies qrHW dw ie`k vI AYksIfYNt nhIN hoxw cwhIdw[ pRoPYSnl hox kwrn tr`kW vwilAW qoN ieh Aws hY ik auh Awpxw stYNfrf aucyrw r`Kx[

swnUM ^ws qOr ‘qy ies b`s ryl t`kr nUM idRStIgocr r`Kxw cwhIdw hYy[ieh krOisMg bcwA dy p`K qoN bhuq surìKAq hY[ies dw ArQ ieh ik ies QW ‘qy icqwvnI dyx vwlIAW PlYiSMg lweItW Aqy bYrIAr vI l`gy hoey hn Aqy ieh dovyN cMgy Bly kMm vI krdy sn[ pr iksy kwrn b`s ryl nwL jw tkrweI Aqy ryl ptVIEN lih geI ijsdw AslI kwrn Swied kdy pqw hI nw l`g sky[mrn vwLy Aqy zKmI hox vwly swry b`s ‘c hI sn[ ryl ‘c svwr ivAkqIAW nUM Jtky qW l`gy pr auh z^mI hoxoN bc gey[

ies leI tr`k frweIvr hox krky swfw kMm ieh vyKxw vI hY ik A`gy rylvy krOisMg qW nhIN[ies leI kwnUMn Anuswr imQI h`d Anuswr hI c`lo Aqy A`gy qW hI vDo jy ies qrHW krnw surìKAq hY[ jy quhwnUM ryl g`fI AwauNdI ids rhI hY qW ies qrHW dy smyN krOisMg pws krnw surìKAq nhIN[ Aw rhI g`fI swhmxy lMGx nwl kuJ ku sYikMf qW bc skdy hn pr kuJ sYikMf bcwaux leI qusIN AwpxI izMdgI dwA ‘qy lw skdy ho? Xwd r`Ko ik jdoN qusIN ie`k krOisMg ‘qy ryl g`fI lMGwx leI KVHy ho qW aus nwL AwLy duAwLy dI jw rhI hvw dy Asr qON bcx leI quhwfw Pwslw TIk dUrI vwlw rihxw cwhIdw hY[ ryl ptVI dy Pwsly nwlON ryl dI cOVweI vI izAwdw huMdI hY[ ies leI ieh g`l smJxI AOKI nhIN ik swnUM FukvIN dUrI ikauN r`KxI cwhIdI hYy[ pRoPYSnl kmRSl frweIvrW nUM keI vwr ieh g`l Bul jWdI hY jW auh nhIN jwxdy[ ies leI swnMU ie`k dUjy nUM ies qrHW dy ^qirAW qoN Xwd krvwauNdy rihxw cwhIdw hY[ ieh kyvl srdI dy mOsm dIAW muSklW nhIN, hW pr ieh ies mOsm ‘c ieh gMBIr ho jWdIAW hn[ sdw Xwd r`Ko hr smW ryl g`fI lMGx dw smW hI hY[


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Safely and efficiently removes and installs the spring-over steering stabilizer found on most self-steering axles.

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Removes and installs both rubber-isolated and threaded pins and bushings without removing the spring packs from the axle.

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The American Trucking Association released On Monday, October 6th, the results of a survey that says the general public believes that truck drivers

are among the safest drivers on the road today.“This poll confirms that the public knows what we in the trucking industry

have always known: professional truck drivers are dedicated, professional and safe,” said ATA President and CEO Bill Graves. “It also shows that our efforts to portray a positive image of our industry are having a tremendous impact.”

The poll was conducted by from September 20, to 24, 2014 by Public Opinion Strategies. 800 registered voters were part of the survey.

According to the poll: • 65% of respondents had a favorable impression of the trucking industry.• 57% of respondents said the trucking industry’s safety record is favorable.• 91% of respondents said they believe that passenger vehicles are more likely

to make unsafe maneuvers, such as tailgating, driving aggressively, or improperly changing lanes.

• 80% believe truck drivers are safer than passenger vehicle drivers.• 7% of respondents believe truck drivers are more likely than passenger ve-

hicle drivers to drive unsafely.• 90% of respondents believe passenger vehicle drivers are more likely to

speed than truck drivers.• 74% of respondents think in accidents involving a car and a truck, the pas-

senger vehicle driver is at fault.“Our industry values safety above all,” said incoming ATA Chairman Duane

Long, chairman of Longistics, Raleigh, N.C., “and this poll shows that our com-mitment to safety is paying dividends in the minds of the public.”

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Truck Drivers are Safest Drivers on the Road

Desi News

Arriving on time and meeting delivery deadlines, whatever the weather conditions, is a daily challenge for professional drivers. You can trust the MICHELIN® XDS® 2 to get you where you need to go, when you need to get there. And with its 3D Matrix SipingTM

Technology and wider tread, it offers exceptional traction and improved* take off mileage, providing you with savings and peace of mind.

*Compared to the MICHELIN® XDS® tire.

©2014 MNA(C)I. All rights reserved. The “Michelin Man” is a registered trademark licensed by Michelin North America, Inc. (C12399 - 08/14)

THE MICHELIN® XDS® 2

Survey Respondents Say

srvyKxW Anuswr


Arriving on time and meeting delivery deadlines, whatever the weather conditions, is a daily challenge for professional drivers. You can trust the MICHELIN® XDS® 2 to get you where you need to go, when you need to get there. And with its 3D Matrix SipingTM

Technology and wider tread, it offers exceptional traction and improved* take off mileage, providing you with savings and peace of mind.

*Compared to the MICHELIN® XDS® tire.

©2014 MNA(C)I. All rights reserved. The “Michelin Man” is a registered trademark licensed by Michelin North America, Inc. (C12399 - 08/14)

THE MICHELIN® XDS® 2

579_ProfitabilityMX-13Ad-DesiTrucking.indd 1 12/18/13 2:51 PM

Eastern nov dec final 2014 web

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