Us nov dec 2014 web

November / December 20142 www.utilitycc.com

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Owner - Try-US Transportation

November / December 20144

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CONTENTS

Accutrac Capital .................................................. 9Airtab ................................................................. 34 Ally Carriers ....................................................... 56Arrow Truck Sales ............................................. 59BP Lab Services ............................................ 43California Truck Centers ................................... 7California Trucking Association ....................... 49Cargo Group of Compaines ............................ 61Central California Truck & Trailer Sales ......... 52Central Valley Truck Center ............................... 21City Registration Service ................................ 38Classic Xpress ............................................... 41Crossroads Equipment Lease & Finance .......... 37CVTR Inc ..................................................... 19Delta Truck Driving School ................................. 51Dhillon Truck Hospital ................................... 39Diamond Transportation Logistics ................. 44DJ Malhi ........................................................ 43DPF Filters Inc .................................................. 58East Bay Tire Co. .............................................. 42Elite Transportation Inc ................................. 29Espar Heaters ................................................... 25Express Graphics ......................................... 37Gill Transport Inc ........................................ 23Global Multi Services ...................................... 39Golden Land Trans. Insurance ...................... 35Howes Lubricator ........................................... 13India’s Oven .................................................. 41Inland Kenworth ............................................ 63ITM Equipment .......................................... 50/51J’s Communications, Inc ................................... 55Jagdeep Singh Insurance Agency ............... 38J&E Inc Truck Service & Repair ..................... 43Kam-Way Transportation Inc ............................. 31Kingpin Insurance ............................................. 46Kroeger Equipment ........................................... 40Legend Transportation .................................... 64Los Angeles Freightliner ............................... 33Mike Tamana Freightlines ............................. 47North West Carrier Logistics .......................... 46NSC Compliance ........................................... 27Pape Kenworth ............................................... 3Punjabi Dhaba Indian Cuisine ......................... 43Primelink Express Inc ..................................... 44RTS Carrier Services .................................... 22S&S Transport Refrigeration ........................ 38S&S Trucking & Brokerage ........................ 45San Jaoquin Total Care .............................. 39TEC Stockton ................................................. 11Thermo King Fresno ....................................... 40Thermo King Northwest ................................... 60Tiger Tool ...................................................... 36Trinity Quality Freight ....................................... 53Utility Trailer Parts ....................................... 42Utility Trailer Sales ....................................... 2Valley Freightliner Inc ..................................... 57Van De Pol Petroleum ................................... 24Velocity Vehicle Group .................................... 17Volvo Trucks .................................................... 5Wraich Transport LLC North American T. Stop ...45Western Peterbilt .............................................. 15

• Auto• Home/Condos• Life

• Renters• Business• Specialty.

VARAITCH INSURANCE AGENCY

AMANDIP (AMY) VARAITCHInsurance Agent

Lic# 0l69051

Varaitch Insurance Agency1080 W. Sierra Ave #102 Fresno, Ca 93711Ph: 559-271-2380 F: [email protected]/avaraitch

62 Truck Drivers are safesT Drivers on The roaDsVk qy jwx vwly frweIvrW ‘coN tr`k frwvIr sB qoN surìKAq hn

56 AxighlI...?

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20

The consequences of baD creDiTmwVy kRYift dy nqIjy

freighT managemenTPRyt mYnyjmYNt

L.a. PLanning To buiLD e-highway foreLecTric Trucks

Trucking, TransPorTaTion or LogisTics?

unifieD carrier regisTraTion (ucr)XUnIPweIf kYrIAr rijstRySn (XU.sI.Awr)

no LoaD is worTh your Life

Truck safeTya ProacTive aPProach54

48

November / December 2014 5

205 Hudson Street | 9th Floor | New York, New York 10013

JOB DESCRIPTION CONTACT INFORMATION RELEASE DETAILS MECHANICAL SPECIFICATIONS (W x H)

VLTCOR_P4018_MAG_PUN_J1-1.inddVersion: J1

Arnold Job#:Client Job#:Client:Brand:Product:Campaign:Execution:

Fonts: Volvo Broad Pro (Regular)

Producer:Copy Editor:Art Director:Copywriter:Creative Director:Account Manager:Production Artist:

Bleed:Trim:Live:Gutter:

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VLTCORP4018VLTCORP4018Volvo TrucksFuelCorporateFuel EffieciencyFuel Punjabi Print Ad

Vicky WohlfarthBrian NowakowskiBrittany KingKyle JutkiewiczGary SheinerErik SchroederSusana Marquez

Trucking_November 2014 None7.5” x 10”NoneNone

NoneMasterFull Page BleedF1-110-21-2014 3:14 PMYes

ROUND

Please contact Vicky Wohlfarth at 212-463-1000 with any questions or concerns regarding these materials.

Document Path: NYC-Studio RW:Volumes:NYC-Studio RW:VLT:COR:4018P_Fuel_Print Ads_PUN_MAG:MECHS:VLTCOR_P4018_MAG_PUN_J1-1.indd

1

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Links: Image Mode: Resolution:VLT_COR_P4018_Fuel_Print_Truck-2.tif CMYK 567 ppi Volvo_Trucks_Logo_40mm_CMYK.EPS Volo Punjabi_outlined.pdf

volvotrucks.us.com/VNL2016

At Volvo, fuel efficiency isn’t just a feature—it’s a philosophy that guides everything we do. That’s why we outfitted the 2016 model year VNL series with new aerodynamic enhancements and the latest evolution of our award-winning XE powertrain packages. Saving your fleet money. That’s innovation with purpose.

Learn more: volvotrucks.us.com/VNL2016

The 2016 VNL: Every difference makes a difference.

S:7.5”S:10”

T:7.5”T:10”


Raman Singh

Cell: 559-786-1937E: [email protected]

3599 S Golden State Blvd, Fresno, CA 93725Ph: 855-500-DESI | Fax: 559-991-4296

Mailing Address: PO Box 812, Fowler, CA 93625

All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher.

DISCLAIMER: DesiMaxx Media Group LLC 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.

Contact:

PublisherDesiMaxx Media Group LLC

1-877-598-3374 (Desi)

Editor-In-CheifDilbag (Ron) Dhaliwal

Associate EditorJagmohan Singh

Advertising & SalesRaman Singh

Art DirectorAvee J Waseer

IT ManagerRaj Sidhu

Cover Designwww.SpicyCreatives.com

Contributing WritersKen CookePash BrarJag Dhatt

Mike HoweDara NagraRay GompfKen Davey

Sonia NandaSantokh MinhasNeeta Machike

TranslatorOnkar Singh Saini

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 GompfSafety by any other name


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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.



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

Desi News


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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?

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Desi News


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 pub-lished 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.

FMCSA requests insurance liability increases.

AYP AYm sI AYs ey vloN ieMSorYNs lwiebyiltI vDwaux dI bynqI

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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

withTrucking Trucking

with

By: PASH BRAR

The Consequences of Bad Credit

mwVy kRYift dy nqIjy

- 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



LA Freightliner is a division of VELOCITY VEHICLE GROUP

Thinking Vocational? Think Dario

2429 S. Peck Rd, Whittier CA 90601www.LAFreightliner.com

LOS ANGELES

WESTERN STAR

Dario Soheili (310) 910-3118 [email protected]


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

krzw lYx leI cMgy kRYift vwLy ‘qy hI inrBr hoxw pvygw[ hwl ‘c mYN ie`k kMpnI vyKI hY ijhVI ies kwrn hI bMd ho geI[cMgy kRYift vwLy BweIvwl ny ikhw ik krzy dw swrw Bwr qW aus ‘qy hY jdoN ik dUsry nUM aus ‘qy brwbr dw boJ hox kwrn koeI iPkr nhIN[aus ny mYnUM dìsAw ik jy ibpqw peI qW aus dw sB ku`J jWdw l`gygw jdoN ik mwVy kRYift vwLy dw r`qI Br nukswn nhIN hoxw[

AglI g`l ieh ik mwVy kRYift vwilAW nUM krzw vI mihMgI dr ‘qy hI imldw hY[bhuq swry jdoN cMgy ryt dI mMg krdy hn qW aunHW dI ieh mMg pUrI nw hox ‘qy auh iksy pwsy dy vI nhIN rihMdy[quhwfw Awaux vwLy smyN dw krzw hmySW quhwfy ipCokV ‘qy hI inrBr krdw hY[ jy quhwfw ipClw irkwrf cMgw nhIN qW quhwnUM mihMgI dr ‘qy hI lon iml skygw[ keI vwr qW quhwnUM korw jvwb hI iml jWdw hY[ mwVw kRYift quhwnUM iksy krzy dy Xog nhIN rihx idMdw[myry kol ie`k kMpnI hY jo keI nvyN tr`k KRIdxw cwhuMdI hY Aqy aunHW ny

mYnUM ikhw ik ijhVI KRId aunHW pihlW kIqI sI aus ‘qy ivAwj dI dr bhuq hY[ aunHW dw kihxw sI ik pqw nhIN ies dw kI kwrn hY[ mYN aunHW nUM ies dw kwrn dìsAw[ kwrn ieh hI sI ik pihlW aunHW dw kRYift mwVw sI[ ies leI ijMnw izAwdw ^qrw au`nw hI izAwdw ivAwj[

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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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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 An-geles, 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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sImnz kMpnI vloN ies qrHW dw isstm jrmn ‘c priKAw jw irhw hY[

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


Thanks to Punjabi community for their continues support and making us your Volvo dealership

pMjwbI Aqy ihMdI iv`c vI g`l kr skdy ho

hux swaUQ vYlI dy kstmrW leI KuSKbrI

2708 South East Ave, Fresno, CA 93725

Office: 559.266.9531

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8730 Golden State Highway, Bakersfield, CA 93308

Office: 661.587.2242


RTS Carrier Services provides the tools you need to keep your trucks moving:

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The Trusted Partner of Punjabi Truckers

pMjwbI tr`kz dw BrosyXog pwrtnr

A jury has returned a $3.5 million verdict on behalf of a California trucker who died in a truck fire caused by

an extremely damaged transmission.The Fresno superior court jury found for the family of the

late Amarjit Khunkhun of Fresno, following testimony from an expert on the origin and cause of fires and a truck mechanical specialist.

They testified leaking transmission fluid had severely harmed the transmission, said Khunkhun’s attorney Bill Robins. Additional testing showed these leaks caused the fire, which began underneath the cab, Robins said Oct. 3.

Early on March 23, 2010, witnesses found a 2000 Freight-liner Classic fully engulfed in flames beside Interstate 40 West near San Jon, N.M. Khunkhun’s body was found in the sleeper of the truck, owned by GMG Trucking of Fresno.

Avtar Gill, co-owner and co-operator of the one-truck com-pany, could not immediately be reached for comment.

Gill was hauling produce for Trius Trucking Broker from Fresno to Columbus, Ohio, when he heard transmission noise in one gear. No problems had been indicated during a March 5 transmission inspection.

Transmission fluid was added in Oklahoma City but the noise persisted. Sixty miles northeast of Oklahoma City, Gill informed Trius that he would unable to deliver. Trius told him Khunkhun also was taking produce to Columbus, and both loads could be delivered using Khunkhun’s truck.

Gill met up with Khunkhun and told him about the trans-mission, and they delivered the produce together. Khunkhun then was assigned another load, which they transported from Michigan to where Gill left his truck, near Oklahoma City. Gill inspected his truck before announcing he would deadhead to California.

But Khunkhun felt unwell, so they decided to follow each other back to California. If he did not improve, they could exchange trucks so Gill could delivery Khunkhun’s load on time. Gill’s truck did not indicate further problems, so they exchanged trucks at a Texas rest area.

On March 23, 2010, Gill’s truck was found fully engulfed in flames beside Interstate 40 West near San Jon, N.M. The state fire marshal concluded the fire began in the cab where Khunkhun’s body was found.

The field medical examiner found what she thought was the top of a camping stove resting on the decedent’s chest and head. When the two men had driven together, Gill had witnessed Khunkhun heating food on a small camp stove. The local fire chief listed the fire’s probable cause as a propane explosion.

Robins pointed out the investigation did not uncover a tank or stove. He introduced evidence that verifying a transmission leak requires lying down and looking up. Gill had not done that, nor had he checked his transmission oil level. The trans-mission fluid leaked during truck operation, probably at the gasket. It would collect under the truck and vaporize when it struck heated components. The fluid and resulting vapor found the exhaust, which was hot enough to ignite both. The fire be-gan under the driver portion of the truck’s cab and Khunkhun died after inhaling the carbon monoxide that entered the cab.

Jury Award for Trucker’s Death

Desi News


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The Safety Fitness Determination Rule is now sitting on the plate for

Federal Motor Carrier Safety Administra-tion on which to chew.

Notice of Proposed Rulemaking to Increase the amount of liability insurance carriers must have is still on course to be published this month. The rule made its was to the Office of the White House, Management and Budget September 29th, and is expected to clear OMB any day now. The DOT report projected its clearance by October 12th, 2014 but the rule hasn’t cleared yet. The DOT lists a projected publication date of October 22.

Also on the docket, FMCSA’s Safety Fitness Determination Carrier Scoring plan and expected to be published in the first quarter of 2015 as well as with a rule to Mandate The Use of Speed Limiters on Class 8 trucks.

The DOT projects the speed limiter rule to be published in January and the Safety Fitness rule to be published in March. The speed limiter rule should be sent to the OMB this month, the report says. The projected date was Oct. 9. The Safety Fitness Determination rule is pro-jected to hit the OMB in December and to be cleared there in early March, two weeks prior to the March 11 projected publica-tion date. However, FMCSA’s Chief Safety Officer Jack Van Steenburg says the agency is shooting for a publication date of sometime within the 2015 fiscal year (by Oct. 1, 2015).

The agency also has on the docket for upcoming months publication of a Final Rule to implement a CDL Drug and Alchohol Clearinghouse, which would be a database of drivers who have failed or refused to take a drug or alcohol test.

Carriers would be required to both query the database when making hires and upload drug testing information.

The Final Rule is expected to be sent to the OMB in June and cleared and published in September, according to the report.

Also, Final Rules to mandate electronic logging devices and prohibit coercion of drivers are also expected within the next year, though no projected dates for those are listed in the department’s report.

The proposed ELD mandate rule was

published in late March, and the anti-coer-cion rule was published in May.

Other rulemakings in the report include FMCSA’s work on a new entrant training and testing process, which does not have any projected action dates listed; a rule to make it easier for military members to ob-tain a CDL, projected for publication next May; and a rule to require Transportation Security Administration background checks on hazmat haulers, which has no projected action dates.

FMCSA has a busy year ahead

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The second quarter of 2014 brought no relief for truck-load fleets struggling with driver turnover. Large fleets

doing more than $30 million in business annually suffered an 11 percent increase in turnover between April and June, and turnover for fleets with less than $30 million in revenue increased 16 percent. Large fleet turnover reached an annual rate of 103 percent, according to the American Trucking As-sociations. That’s 4 percent over the same time in 2013 and the highest rate seen since the third quarter of 2012.

Turnover at small fleets also reached its highest level in nearly two years at 94 percent, a full 12 percent higher than Q2 2013. “These turnover rates show that the shortage is acute,” says ATA Chief Economist Bob Costello, “and if the freight economy continues to grow, it will worsen very quickly.”

Less-than-truckload fleets continue to achieve much lower turnover rates than their truckload counterparts. The annual rate at the end of Q2 2014 was just 11 percent. New-driver recruit-ment, however, is a challenge for all sectors. Openings for truck drivers ranked as the third most difficult to fill in the American Staffing Association’s Skills Gap Index. The index provides a measure of the difficulty to recruit for a specific occupation.

If you thought companies requiring in cab cameras was an invasion of your personal privacy how would you feel about

someone staring directly into your eyes?That’s right, a detector in your vehicle that monitors your eye-

lids to make sure you aren’t falling asleep. If a driver does show signs of drowsiness, a sound will be set off to alert the driver.

The government recommended adopting the technology after a 2005 incident involving a jackknifed Whole Foods Market truck and a coach carrying a high school marching band. Recently, the Tracy Morgan crash and the truck that hit a college soft ball team in Oklahoma resulting in the death of 4 girls, has put this technol-ogy back on the agenda.

The device is expected to cost roughly $2,500 to install.Perhaps there is a better solution to the ‘sleepy driver’ pan-

demic, however. If the government really wants to prevent these accidents from

occurring, they should look into making the industry less taxing so drivers don’t have to work an ungodly amount of hours just to make ends meet.

If they were just allowed to rest and sleep when they need it, maybe we wouldn’t have so many accidents.

Driver Turnover Continues to be a problem

In Cab Camera. Blessing or Curse?

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

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Desi News

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American fleet executives are less worried about the economy and

more worried about hours-of-service regu-lations, 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

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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

Unified Carrier Registration (UCR)



Unified Carrier Registration (UCR)

Join our group:

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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 break-

down 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 busi-ness for UCR or renewing your UCR.

The doctors who advise the Federal Motor Carrier Safety Administration are recommending closer scrutiny of drivers

using Schedule II drugs.The Medical Review Board, at the request of FMCSA, looked at

the risks and benefits of these medications, which range from opioids that are used in prescription pain relievers to stimulants used to treat attention deficit disorder.

Drivers are permitted to work while taking these drugs, provided the drugs are prescribed by a doctor who is familiar with the driver’s condition.

The board found that drivers using opioids have at least a moderately higher level of risk. And the stimulants used to counteract attention deficit reduce the risk associated with that condition but can substantially increase risk if they are not closely monitored.

The board also found that other medications not on the Schedule II list may affect driver performance but are not well studied.

The board will present these findings to the Motor Carrier Safety Advisory Committee next week. The committee, made up of repre-sentatives from industry and the enforcement and safety advocacy communities, is preparing recommendations to the agency on the issue.

The agency asked the board and committee to recommend ways to ensure that medical examiners understand the underlying condi-tions that lead to the Schedule II prescriptions, and can determine if the driver is qualified.

The two panels will meet in Alexandria, Va., on Monday. Their final report is due by the end of the year.

On Friday October 24, 2014, when UPS tractor-trailer driver Ginny Odom completed her usual 650-mile route towing

twin 28-foot trailers from Orlando to Unadilla, Ga., and back, she became the first female UPS driver in history to drive 40 years and more than 4 million miles without so much as a fender bender.

Odom was 23 and working at a boat store in Orlando when she applied for a driver job at UPS in 1973. She was the first female employee at UPS’s Orlando hub, and drove the company’s brown delivery trucks for nine years before moving to tractor trailers.

Odom is the top female driver in UPS’s elite Circle of Honor, which recognizes drivers who have avoided accidents for 25 years or more. She’s one of only 42 active UPS drivers to reach 40 years without an accident, out of the company’s 102,000 drivers world-wide. Not bad for a farm kid from Rutledge, Tenn., who mastered the clutch on a John Deere tractor when she was 12.

Virginia Hooper of Atmoore, Alabama, is UPS’s next safest female driver, with 36 years of safe driving.

Globally, 7,221 active UPS drivers are members of the Circle of Honor.

UPS invested $175 million in 2013 on safety training and em-ploys its own comprehensive driving course called “Space and Vis-ibility.” All UPS drivers are taught safe driving methods beginning the first day of classroom training through the company’s defensive driving platform. The training continues throughout their careers.

Prescription Drugs and their effects studied

Female UPS Driver Reaches Milestone

November / December 2014 29SEPTEMBER / OCTOBER 201452

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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 collaboration among various stakeholders. In the trucking industry there are a few online collaborative portals available in Canada and the USA where trucking companies can di-rectly collaborate with freight brokers to get their trucks loaded. As of yet, this collaboration is still limited to carri-ers and fright brokers. Shippers are reluctant 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 pro-vide to shippers is knowledge of the transportation indus-try’s rules and regulations. As transportation is one of the most regulated industries in Canada and the USA, it is hard for ship-pers 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 Record 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

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Freight Management a collaborative approach


Freight Management

• Freight size (TL/LTL)• General CommentsBased on these common criteria, the tech-

nology enables matching between truck and freight availability. The freight brokers and carrier companies also post their contact, in-surance, 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 negotiate the price and other terms as per their own busi-ness guidelines. This collaboration is really helping both sides to operate efficiently. The advantages for the freight brokers are:

• Visibility of available trucks

• Time Saving• Verifying Carrier’s authorities and per-

mits• 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 im-

portant 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 participants will join these collabora-tion boards. With the increased numbers of freight loads, the market is facing some capacity crunch. The numbers of available trucks are very steady. Better planning is re-quired 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 col-laborative freight management.

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The WATS team would like to thank all Sponsors &Exhibitors on our First Annual Historical Event

Mark your calendar for WATS second Annual Event,September 2015 - Fresno Convention Center

LIBERTY LINES

THE MISSING L INK IN YOUR SUPPLY CHAIN

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BAG SPONSORJS INSURANCEAGENCY INC.

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I N T R O D U C I N G T H E


Desi News

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• izAwdw iPaUl mwielyj

• izAwdw vhIkl styib`ltI

• G`t rIAr spryA

970-663-9075www.airtab.com

• G`t fRYg

On August 19, the Federal Motor Carrier Safety Ad-ministration announced that it will accept input from

stakeholders to determine a possible rulemaking for entry-level truck driver training. After years of failing to implement a final rule establishing such criteria, the FMCSA is considering using a negotiated rulemaking, known as RegNeg.

Under RegNeg, outside agency representatives consult among each other in order to develop the proposed rule, taking the responsibility away from the FMCSA. In Canada, a task force is working toward establishing criteria for entry-level drivers, as well as hoping to have the Canadian government classify truck driving as a “skilled” profession.

Furthermore, the Canadian Trucking Alliance has admitted that the primary causes for a driver shortage are driver wages, quality of life, qualifications and demographics.

Ontario is set to introduce mandatory training for entry-level commercial drivers. Shoddy training schools continue to operate and because they charge less than $1,000, they fly unregulated below the radar and compete with legitimate schools, that must charge five times that amount and follow all the rules and regula-tions. The Ontario Trucking Association (OTA), which has been lobbying for mandatory training for entry-level drivers for quite some time, lauded the announcement, referring to it as a “water-shed moment for the trucking industry.”

David Bradley, president of the OTA, said: “The mere fact that someone holds a Class A licence does not ensure that person

has the skills to be a safe and productive transport driver. Even an improved test will never fully determine a new driver’s skill level. Mandatory entry level training will at least assure trucking companies that when they hire a new driver, he or she has some basic level of skill that with additional training and experience can eventually lead to that person becoming a fully qualified professional driver.”

Transport Minister Steven Del Duca told the Toronto Star in an interview “We are going to go forward (with mandatory entry-level training). We’re going to move as quickly as we can but we want to make sure that we get it right.”

He added he believes “it should take place as quickly as pos-sible, but in a manner that actually produces the end result that we all want, which is the safest roads in North America, which is part of my responsibility.”

Bradley said OTA would like to see drivers complete training to an industry-developed standard before they can take the licens-ing test.

It’s a start but unless and until Truck Driving becomes a “skilled trade” it’s just window dressing.

Will Truck Drivers finally be recognized as “Skilled”?

Desi TruckingMagazine

on facebook


The U.S. Environmental Protection Agency (EPA) an-nounced that 105 graduate students across the nation

will receive $8.6 million in Science to Achieve Results (STAR) fellowship grants to conduct research on topics ranging from climate change and public health to water quality and sustain-ability that will have cross-cutting impacts in the environmental science field. The 105 STAR fellows will receive a maximum funding of $42,000 for one year for master’s students and up to two years for doctoral students.

“These fellowships are helping our next generation of sci-entists and engineers earning advanced degrees in environmen-tal sciences conduct cutting edge research,” said Lek Kadeli, Acting Assistant Administrator for EPA’s Office of Research and Development. “Through this support, EPA is ensuring that the United States will have the scien-tific knowledge to meet future environ-mental challenges, which will strengthen our nation’s economy and security, while better protecting our health and environ-ment in addition to combating climate change.”

This year’s fellowships will support scientists and engineers who are work-ing on research related to mitigating the impacts of climate change on plant communities by transforming the way we restore wetlands, and improving our understanding of where and why harmful algal blooms occur by examining the way nutrients move through river sys-tems. In addition, the grants will support research to investigate environmental challenges such as the effects of climate change on waterborne human pathogens and antibiotic resistant bacteria, study the interaction between pollutants and in-fectious disease, and classify and restore Pacific Northwest streams to improve water quality and fish habitat.

Many STAR fellows continue on to find success in the public and private sector focusing their efforts on environ-mental and public health issues. A 1996 STAR fellow from the University of California, Berkeley, is helping to lead TransForm, an award-winning non-profit organization working in the San Francisco Bay Area and California; the organization’s campaigns have helped raise over $8 billion for sustainable and socially-just transportation and led to ground-breaking policies linking trans-portation and land use planning. A 2009 STAR fellow is now studying the chem-

istry of the lower atmosphere at the Atmospheric Chemistry and Dynamics Laboratory at NASA’s Goddard Space Flight Center.

EPA and other federal agencies place a high priority on supporting Science Technology Engineering and Mathematics (STEM) disciplines through education initiatives unique to their agency’s mission, vision and resources. Next year will mark 20 years of EPA’s commitment to STEM disciplines through funding STAR fellowship students who have made cross-cutting impact in the environmental science field.

Since its creation in 1995, the program has awarded fellow-ships to 1,884 students, totaling approximately $65 million in funding.

Desi News

EPA Supporting Next Generation of Environmental Scientists Through 105 Fellowship Grants


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Looking for

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November / December 2014 47NOvEMBER / DECEMBER 2014 47


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.


- Ken Davey

Everywhere there are lots of “tips” on get-ting your truck ready

for winter. The reason is simple. A small mechanical annoyance in nice summer weather becomes a life threatening breakdown in harsh winter conditions. Harder to find are ‘tips’ for getting your-self ready for winter. Getting you truck ready for winter is the minimum 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 ev-erything 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 wa-ter. 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 rea-son. 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 darkness, the cold, the ice and snow. The second is-sue is your body clock. These 2 factors combine to make winter truck driving doubly dangerous.

The additional hours of dark-ness 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 getting 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 working longer hours and driving in more stress-ful 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 compound-ing 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 at-titude has to be more passive in that that you need to respect that winter is really in control 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 looking 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 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.

Let your voice be heard at the Capitol and join CTA today!

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American Trucking Associations Chief Economist Bob Costello told the annual ATA Management Conference & Exhibition that freight volumes

in the trucking industry continue to grow, but the looming driver shortage could hold back industry growth.

“Freight volumes are growing nicely on a year-over-year basis for most truck-ing sectors as economic growth remains solid,” Costello said here during a panel discussion titled The Economy and Its Impact on Trucking.

Costello was joined on the panel by economists John Felmy of the American Petroleum Institute, Jack Kleinhenz of the National Retail Federation and Chad Moutray of the National Association of Manufacturers.

“Industry revenue and average revenue per mile are increasing nicely as capacity remains constrained,” Costello said. “However, the industry is having a difficult time adding trucks due to the driver shortage.”

Costello said the shortage was “as bad as ever and is expected to get worse in the near term,” as freight volumes continue to grow.

As evidence, Costello reported that turnover – often a proxy for tracking the driver shortage – rose 11 percentage points to an annualized rate of 103% in the second quarter. The increase set the rate at its highest point since the third quarter of 2012.

Turnover at small truckload fleets – fleets with less than $30 million revenue – surged 16 points to 94%, the highest level since the third quarter of 2012.

“These turnover rates show that the shortage is acute,” Costello said, “and if the freight economy continues to grow, it will worsen very quickly.”

ATA Economist Says Freight Volumes are Growing, but Driver Shortage Looms

The average price for a gallon of diesel fuel in the USA should continue to fall this year and next, according to the Department of Energy’s latest Short Term Energy Outlook report, published last week.

The summer slide projected by the DOE seemed to have come to fruition, with the country’s average diesel price sliding nearly 20 cents since June.

And that trend is expected to continue, the DOE says, due to falling crude oil prices.

The DOE projects diesel to average $3.68 in the fourth quarter and $3.85 for the year — 7 cents a gallon lower than 2013’s average of $3.92.

The country’s average price is ex-pected to decline another nickel in 2015 to a yearly average of $3.80, the DOE says.

The price of natural gas is expected to fall some in 2015 too.

Consumption and production are both expected to increase.

Fuel Prices Dropping?


American Trucking Associations’ advanced season-ally adjusted For-Hire Truck Tonnage Index was

unchanged in September, following a gain of 1.6% the previous month. In September the index equaled 132.6 (2000=100), the same as in August and a record high.

Compared with September 2013, the SA index increased 3.7%, down from August’s 4.5% year-over-year gain. Year-to-date, compared with the same period last year, tonnage is up 3.2%.

The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 135.8 in September which was 1.7% above the previous month (133.5).

“September data was a mixed bag, with retail sales fall-ing while factory output increased nicely,” said ATA Chief Economist Bob Costello. “As a result, I’m not too surprised that truck tonnage split both of those readings and remained unchanged.”

“During the third quarter, truck tonnage jumped 2.4% from the second quarter and surged 4% from the same period last year,” Costello said. He also noted that the third quarter average was the highest on record.

Trucking serves as a barometer of the U.S. economy, representing 69.1% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 9.7 billion tons of freight in 2013. Motor carriers collected $681.7 billion, or 81.2% of total revenue earned by all transport modes.

ATA calculates the tonnage index based on surveys from its membership and has been doing so since the 1970s. This is a preliminary figure and subject to change in the final report issued around the 10th day of the month. The report includes month-to-month and year-over-year results, rel-evant economic comparisons, and key financial indicators.

ATA Truck Tonnage Index Unchanged in September

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North America has experienced tremendous growth over the past decade in the manufacturing sector. This in-crease in production has directly impacted the transpor-

tation industry, in particular the trucking sector. However, growth in the trucking industry has not necessarily increased profits for com-pany owners. Increasing fuel prices and high rates of driver turnover make profitability scarce and in many cases impossible under in-adequate management. However, oftentimes companies endure the largest financial losses in equipment repair. Statistics indicate that on average, a single driver will accumulate twelve to thirteen thou-sand miles per month on a single tractor. When taking team drivers into consideration, this number doubles to approximately twenty-four thousand miles per month. This amount of mileage requires that operators and company owners have extensive knowledge on truck maintenance and repair procedures. This month’s edition will explore this topic in detail, and provide insight into how equipment owners can maximize the operational life span of their vehicle.

A company’s record-keeping procedures are an important step in ensuring truck maintenance requirements are fulfilled in a timely, consistent manner. A truck is a complex piece of machinery with hundreds of different components. For this reason, it is often es-sential to create a list of the various components which are prone

to wear and tear. Once this list is created, the company or vehicle owners should make note of the dates in which each part was last serviced. Most companies follow this protocol when servicing their tractors for oil and filter changes. However, this is simply not suf-ficient. Operators should carefully review various other parts, such as the turbocharger, alternator, radiator and timing belts. Although prices for parts vary depending on manufacturer, repairs can signifi-cantly hamper earnings. For example, the cost of an average turbo-charger can easily be $2,400 for a replacement. Furthermore, poorly functioning parts can dramatically decrease vehicle operational ef-ficiency and lead to further problems in the future.

The high cost of repairs has for many years plagued the truck-ing industry. For this reason, companies with fleet sizes of over ten vehicles have strategically allocated financial resources to hire full-time in-house mechanics. There are several benefits associated with this practice. Firstly, costs are kept significantly lower, because wait times and labor costs are reduced. This eliminates the need for com-pany owners to have to service their vehicles in independent truck repair shops that are often very busy with heavy work loads. This of-ten leads to above-average wait times, and impacts company profits as the vehicle is out of commission for longer periods. In contrast, the in-house mechanic is available to service the truck whenever a repair is required. Furthermore, company drivers also experience a sense of comfort in knowing that routine inspections are being conducted on the vehicle when they arrive from a trip. If vehicles are not inspected properly by certified mechanics, this can often cost drivers hundreds of dollars in fines from inspection stations and highway patrol. Over the years due to safety hazards, highway enforcement has witnessed a significant increase in officers. There is tremendous pressure on company owners and drivers to ensure safety on the road. Given the extraordinary size and weight of a trac-tor/trailer combination, even one malfunction can cost several lives.

Although in-house mechanics are advantageous, they often come with a hefty price tag. With the increase in demand for diesel technicians, wages have experienced a tremendous growth. This is clearly not a viable option for companies with smaller fleet sizes. In the initial stages of any transport business it is highly recom-mended that company owners take formal training on general main-tenance and repair work. With the minimum labor charges now in effect with most truck and auto repair shops, even changing a light bulb can cost upwards of $100. This may seem like an insignificant amount next to the average revenue from a trip, but small repairs add up, and must be multiplied by the fleet size. Small repairs such as this cost companies thousands of dollars a month.

Proper maintenance procedures are often overlooked by driv-ers and company owners alike. The expression, “If it’s not broken, why fix it?” runs parallel with the mindset of many individuals in the transport sector. This type of thinking is simply unacceptable in today’s trucking environment, and proactive measures to ensure road safety and adequate vehicle operation are a fundamental cor-nerstone in running a successful trucking operation.

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Desi News

JULY / AUGUST 2014 65

Desi News

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The National Transportation Safety Board is urging a ban on hands-free phones for commercial truck drivers. The

board made the recommendation, as well as several others, in its official report on a 2013 collision involving a semi truck and a freight train.

In its review of the accident, NTSB found that the truck driver failed to stop at the railroad cross-ing too look for oncoming trains. The driver reported that he was in the practice of listening for the train’s horn as he approached in the crossing, but on the day of the crash, he did not hear anything, partly due to the distraction of an incoming call on his hands-free device.

“Current laws may mislead people to believe that hands-free is as safe as not using a phone at all,” says Christopher Hart, acting chairman of NTSB. “Our investigations have found over and over that distraction in any form can be dangerous behind the wheel.”

In light of the findings, NTSB wants the Federal Motor Car-rier Safety Administration to ban hands-free phones in addition to

its current ban on hand-held phones.The board also recommended that the FMCSA increase new-

entrant screening and improve its communication with medical examiners.

Although it was a new entrant, the company involved in the crash had a history of noncompli-ance with safety regulations. NTSB believes that the FMCSA should have gone farther in its review and auditing of the company after its admission as a carrier.

“We continue to be concerned with FMCSA’s new-entrant program,” says Hart. “Problem opera-tors keep falling through the cracks.”

NTSB also found that the driver in the ac-cident had a current diagnosis of severe sleep apnea. He was not being treated, and his alertness

may have been compromised by fatigue. While the driver did not report his condition on his medical exam forms, his physician ap-parently was aware of it and certified him anyway.

Finally, NTSB called for better oversight of private rail cross-ings. “Efforts to improve safety at private grade crossings have been inadequate,” says Hart. “We need states, railroads and land-owners to address problems before serious collisions occur.”

NTSB urges ban on hands free phones for commercial truck drivers.

Desi News

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Drivers are advised to put their hand-held electronic devices away, as the

Province’s new distracted driving penalties hit British Columbia roads and highways today. Now, anyone caught talking on a hand-held electronic device while driving is subject to three penalty points in addi-tion to a $167 fine. This is the same penalty that was already in place for drivers caught texting or emailing.

The new penalty for using a hand-held electronic device covers infractions such as talking on, holding or dialing a cel-lular phone, operating a hand-held audio player (such as an iPod or mp3 player), or programming a GPS. Penalty points remain on a person’s driving record for five years and can result in further sanctions, including prohibitions from driving. Of note, B.C.’s distracted driving legislation also prohibits drivers in the Graduated Licensing Program from using any hands-free device.

The fall season is also a time to be aware that distraction is a top contributing factor

for drivers in vehicle collisions that involve pedestrians. This is especially important to keep in mind as it becomes more difficult to see pedestrians in dark and poor weather conditions.

Distracted driving is the second leading contributing factor of vehicle fatalities in B.C. The Province continues to look at increased fines for distracted driving as part of an overall fine structure review and work is underway to determine what an appropri-ate amount would be.

Key Facts:• Drivers that accrue more than three

points must pay an ICBC driver penalty

point premium that starts at $175 and will escalate if they receive more points.

• A driver who receives two distracted driving tickets in a year would pay $634, which is the cost of two fines and a $300 penalty for six points.

• As points build on a person’s driv-ing record, the Superintendent of Motor Vehicles may also identify a driver as high-risk and monitor or prohibit them under the Driver Improvement Program.

• High-risk drivers can receive adminis-trative interventions ranging from warning letters, which say their driving record is be-ing monitored, to prohibitions from driving.

Recent work on Highway 99 will mean safer, easier access and

reduced congestion for motorists along the Highway 99 corridor with the completion of improvements at the Matthews Interchange and the new 80th Street off-ramp in Delta.

This roadwork includes a number of changes including an improved acceleration lane at the Matthews Interchange where Ladner Trunk Road crosses Highway 99, to enhance safety for those merging onto the highway heading northbound.

Included in these improvements is the widening of the intersection of Ladner Trunk Road and Hornby Drive (south of Highway 99) to four lanes, helping to improve traffic flow and reduce congestion in the area.

In May, a new 80th Street off-ramp from Highway 99 southbound to Ladner Trunk Road was also opened as part of this proj-ect. The new ramp is designed to increase access to areas south of Highway 99, espe-cially for motorists travelling to Boundary Bay Airport and the industrial park.

The Government of British Columbia and the Corporation of Delta each contrib-uted 50% to this $10-million project, which began construction in early 2013.

British Columbia distracted driving fines increase

B.C.s Highway 99 gets facelift

Desi News


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

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21 locations throughout California, Arizona, New Mexico, British Columbia and the Yukon

Carson CA 310-984-3430 • Fontana CA 909-823-9955 • Los Angeles CA 323-278-4100 • San Diego CA 619-328-1600Phoenix AZ 602-258-7791 • Tucson AZ 520-888-0028 • Albuquerque NM 505-884-0300 • Farmington NM 505-327-0200

Canadian BranchesBurnaby • Campbell River • Cranbrook • Fort St. John • Kamloops • Langley • Nanaimo

Penticton • Prince George • Quesnel • Vernon • Whitehorse • Williams Lake

www.inland-group.com

T680Kenworth‘s mostaerodynamictruck ever

Kenworth T680. Fusing precision-optimized aerodynamicswith luxury, intelligent technology and quality. TheKenworth T680 could change the way you do business.The way you reward drivers. The way you save money onfuel you don’t put in the tank. And, moving forward, theway you measure your investment in heavy duty trucks.• Let your journey begin.

TECHNOLOGY DRIVENAND INDUSTRY-LEADINGAERODYNAMICS.


1235 Oswald Rd, Yuba City, CA 95991 Fax: (530) [email protected] www.newlegendinc.com

Your Northwestern Connection

Every Mile We Move, We Make It Count For IT

We offer:· 2015 Freightliner Cascadia · Quality of life· Family Friendly environment · Steady miles

Tel: (530) 674-3100

We are hiring Owner Operators and Company Drivers. California CARB Compliance Carrier

0.36 cent /mile for company drivers.

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Us nov dec 2014 web

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