Desi Trucking Magazine - Eastern by Creative Minds

Where The Truck

Meets The

R AD ij`Qy tr`k Aqy sVk imldy hn

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SEPTEMBER / OCToBER 2013

A BIG thank you to every driver out there who goes the Distance everyday!

SEPTEMBER / OCToBER 2013

Editor’s Note / sMpwdkI

Change your attitude from ‘Who Cares’ to ‘I Care’ Care is a word of vast importance in everyone’s life, yet its meaning depends on its usage. We all have complaints during various points of our lives. For some, these complaints occur on a daily basis that others are very careless or that they don’t care about “me”. But we rarely stop and think of how much we care about others. Rather than telling others to care, it is more important to change our attitude to ‘I care’. On the road, we regularly see careless drivers, who put othDilbag (Ron) Dhaliwal ers’ lives at risk. It is even more dangerous when driving a big vehicle like a semi-truck with a single, or even multiple trailers. People see us as professional drivers and we must remember to always be professional, not only while driving, but even as we approach our trucks in the parking lot to start our day. We must care about every detail, beginning from the pre-trip inspection to the end of the day shut-down. Being careful will definitely make our operations smoother and roads safer. In this issue, our cover story is on, ‘Where the Truck Meets the Road’ and focuses on technology in tires, suspension, and other related concepts. As I mentioned above, in a big rig operations, every single thing counts. Now-a-days, especially in transportation operations, it doesn’t matter how much you make, but how much you make per mile. As you flip through this issue, you will notice that we have highlighted various products and provided information to make you aware on how you can take more money home at the end of the day. Ultimately, it is your decision on how careful you wish to be. Even when making any purchase, take expert advice and research carefully about the products you need and the results being claimed. Practice makes a man perfect but knowledge makes a man smarter and wiser. Be a smart trucker, make more money, and always take care. Enjoy your time with family and friends. See you in the next issue.

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Publisher JGK Media Inc. 1-877-598-3374 (Desi) Editor-In-Cheif Dilbag (Ron) Dhaliwal Associate Editor Jagmohan Singh Advertising & Sales Jag Dhatt Contributing Writers Ken Cooke David Brown Pash Brar Jag Dhatt Mike Howe Dara Nagra Ray Gompf Ken Davey Sonia Nanda Santokh Minhas Mani Sharma Art Director Avee J Waseer Cover Design www.SpicyCreatives.com Translator Onkar Singh Saini

JAG DHATT Corporate VP

National & Western Canada

Eastern Canada

Cell: 604-767-4433 E: jdhatt@desitrucking.com

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All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: JGK Media Inc. assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication. The opinions expressed in articles and features are of the writers and may not be those of the publisher. THE PUBLISHER ASSUMES NO RESPONSIBILITY OF ANY KIND.

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A Message from

CONTENTS

08 12 14 22 26 34 42 44 16 18 32 40 21 24 30 32 39

ADVERTISERS

WHAT’S AFFECTING YOUR BOTTOM LINE

Better Equipment, Better Service!

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TECH TID-BITS by JAG DHATT

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Are You Choosing The Right Route For Your Truck? - Dara Nagra

New and Strategic Tactics used in Cargo Theft au~qrI AmrIkw iv`c tr`kw nMU A`g l`gx kwrn Julsy sYkVy pMjwbI nOjvwn..?

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SEPTEMBER / OCToBER 2013

45 5

Where the Truck Meets the Road ij`Qy tr`k dw myL huMdw hY sVk nwL hr tr`k dw ie`k twier kyvl ie`k vrg Pu`t qoN vI G`t sVk nwL The truck meets the road on less than one square foot piece of lgdw hY[Blw aus smyN bwry soco jdoN sVk ‘qy mINh dw pwxI KVHw hovy pavement beneath each of the tires on your truck. Think about that when you are on that rain soaked road and you Aqy tr`k ‘qy 80,000 pONf dw Bwr hovy[ies smyN do sikMt dI bcwA are grossed up around that 80,000 pound mark. Think about that pRikirAw bwry soco ik jy ie`k kwr ipiCEN AwauNdI hY Aqy quhwnUM pws when you are trying to maintain the two second safety margin and krky ie`k dm quhwfI lyn ‘c quhwfy A`gy Aw jWdI hY[ ies qrHW dy wonder if two seconds is enough and then that car passes you and smyN pqw hI nhIN cldw jdoN A`K dI Jpk ‘c hI ku`J suddenly careens out of control as it comes back ieho ijhw ho jWdw hY ijsdI ik Aws vI nhIN huMdI[ into your lane far too close invading your safety jy quhwfy cwry twier vI sVk nwL l`g ky cldy margin. But it’s not enough for you to have hn qW ie`k smyN v`D qoN v`D 4 vrg Pu`t qoN vI G`t maintained your two second margin or greater sVk dw QW lYNdy hn[ jy 6 twier hoxgy qW ieh 6 when unforeseen events happen in a blink of an vrg Pu`t qoN vI G`t QW lYxgy[ies qrHW hI jy ieh eye. If you have four tires on the pavement you igxqI 10 hovygI qW ieh igxqI vD ky 10 vrg Pu`t have well less than four square feet of contact - G. Ray Gompf ho skdI hY ijs qoN c`lx Aqy KVHn dI tRYkSn Bwv with the road. If you have six tires on the paveiK`c dw pqw lgwieAw jw skdw hY[ ment, then somewhat less than six square feet jy tRYkSn Bwv sVk nwL Coh nhIN hovygI jW qusIN and with ten tires on the pavement, that’s somewhat less than ten sVkI hwlwq dw pUrw iDAwn nhIN r`K rhy[ jdoN rPqwr ‘c jw rhy ho square feet from which you gather the traction to move and the qW pwxI kwrn tr`kW dy twier sVk nwL Awpxw sMprk guAw bYTxgy traction to stop. If you don’t have the traction – or the ability to adAqy quhwfy leI ie`k dm spIf Gtwauxw vI muSkl hovygw[ ies dw here to the road – then you are going to hydroplane at speed and nqIjw ieh hovygw ik quhwfw tr`k A`gy jw rhI kwr ‘c v`j skdw hY[ you are not going to have the traction to reduce your momentum ies qrHW dI hwlq ‘c ieh quhwfy leI Kqry qoN ibnw sVk ‘qy quickly. More likely you’ll be sliding out of control behind the car jw rhy Aws pws dy frweIvrW leI Kqrw ho skdw hY ijhVy ik ieMny that’s gone out of control in front of you. Those tires you have bemwihr nhIN[ies leI twierW dw surìKAq fRweIivMg dw pRBwv kyvl tween the road and the disaster outlined above are most critical to tr`kW ‘qy nhIN sgoN hr ie`k sVk ‘qy jwx vwly vhIkl ‘qy pYNdw hY[ both your safety and the safety of those less skilled drivers around ies leI ieh zrUrI hY ik tr`kW dy twierW ‘c hvw dw dbwA TIk you. Therefore, tires are most important to the safety and operation rìKAw jwvy[ ies qrHW hI tr`kW dy cìkAW dI shI AlwienmYNt Bwv of any vehicle not just trucks. Maintaining proper air pressure inside kqwrbMdI r`Kx nwL twierW dI aumr hI nhIN vDdI sgoN Prym Aqy the tires is critical. Maintaining proper alignment of the wheels not tr`k dy hor ihìsAW ‘qy pYx vwLw vwDU dbwA G`t rihMdw hY[ bhuq only prolongs the life of the tires but also relieves undo pressures swry twier ies krky hI sVk ‘qy toey hox kwrn nukswny jWdy hn[ on the frame and the parts and pieces that connect the frame and BwvyN ienHW toieAW qoN bicAw nhIN jw skdw pr ij`QoN q`k ho sky ienHW the wheels. The road surface itself can have detrimental effects on qoN bcxw cwhIdw hY[ v`fy tr`kW dy twier AYlmInIAm irMmW ‘qy vI huMdy longevity of tires. Many a tire has been destroyed beyond help by hn[ ies dy keI kwrn hn[ pihlw kwrn ieh hY ik ienHW dw Bwr potholes. Often these potholes are unavoidable however many stIl irMmW qoN bhuq G`t huMdw hY[ times they can be avoided and should be. On big trucks many tires inscq h`d ‘c hox krky v`D lof leI Pwiedw rihMdw hY[keI are mounted on aluminum wheels for several reasons. Mostly, aluvwr sohxI id`K leI keI tr`k mwlk ie`ko AYksl ‘qy stIl Aqy minum wheels weigh considerably less than steel wheels and it’s AY l mInIAm vwLy irMmW dI vrqoN vI krdy hn[ auh bwhr vwLy pwsy qW always better to have payload rather than weight of the vehicle AY l mInIAm lw idMdy hn pr AMdr stIl hI rihx idMdy hn[pr ies and its components. The lighter the vehicle itself the more room for qrH W krnw au `nw icr Kqry qoN KwlI nhIN ijMnw icr ienHW dy ivckwr payload within the regulated limitations. Sometimes for aesthetic iksy iksm dw bPr nhIN lgdw[ reasons, some owners will mix aluminum and steel wheels on the ieh ies qrH W huMdw hY ik dohW DwqW ‘c keI vwr rIAYkSn Bwv same axle. They’ll put the aluminum on the outside tandem and pRqIikrAw hox kwrn lg nt dI stIl tu`tx kwrn irMm nUM nukswn leave steel on the inside but this is a dangerous thing to do unless phuMcwauNdI hY[ twier bdlx vwLw ijhVw plwsitk dw Cotw ijhw there is some sort of buffer between the two metals. irMm quhwfy AYlmInIAm dy irMmW ‘qy JrItW nw pYx leI cwVHdw hY do You see, what happens is there is a reaction between the two DwqW ‘c bPr dw kMm krdw hY[ pr Awm krky TIk ieh hI rhygw metals and the steel will crack around the lug nut holes breaking 6

SEPTEMBER / OCToBER 2013

Where the Truck meets the Road

the wheel and it doesn’t take too long to for this reaction to happen and you loose a wheel. Often that little plastic rim the tire changer puts on over your aluminum wheels to protect them from scratching when changing the wheels will suffice as a buffer between the two different metals, but it’s just best for all concerned never to mix two different metals on adjoining wheels. That brings us to suspension of the truck. This is what connects the wheels to the frame. There are several types of suspension and sometimes there are multiple types on the same truck. For instance the front or steering axle is usually fastened to the frame by leaf springs. These are steel plates about two inches wide and maybe a quarter of an inch thick. There are probably eight leafs in this spring set up, with one about four feet long actually making the connection to the frame and then slightly shorter leaves as the spring goes down to the axles. These steering axles leaf springs can withstand about 15,000 pounds before breaking. While trucks won’t put more than 12,000 on the steering axle, when a pothole bounces the tire, there is a point at which that 12,000 pound load can become nearly half that again briefly and could snap one or more of the leaves in the spring. Also as part of the suspension are shock absorbers. These shock absorbers take most of that extra weight applied to the springs when such bumps slam too much weight onto the springs. Shock absorbers are critical because absorbing this extra weight and saving the damage done to springs keeps you able to steer the vehicle. The power steering also helps you take the shock of the road. If not for shock absorbers and power steering, those bumps and humps on the road would break your thumbs and fingers as the steering wheel would thrash around. That road surface gyration on the steering wheels would be fully transferred to the steering wheel you are holding and would easily break your grip, if not your bones, if not for the parts and pieces absorbing and eliminating the shocks of the road. In the old days, we had to learn how not to wrap our thumbs inside the steering wheel because they would have been broken constantly. In the old days, more than one trucker walked around for months with casted thumbs healing from a break because the spoke of the steering wheel slapped into his thumbs because of the way he had grasped the steering wheel. The fact of pretty good roads, city bypasses, and better tires – namely radial, better suspension parts, better technology, and simply better vehicle production methods and procedures, better seats all have made the life of a trucker much easier on the human body. Today you can thank those old truckers that went before you that created a much better product for you to drive. I do have some problems with the new technologies that are removing the thinking part of the trucker’s job. Today’s modern trucks are more computer than mode of transport. While the com-

ik nwL lgdy irMmW ‘qy v`KrIAW DwqW dy irMm nw vrqo[ A`gy g`l AwauNdI hY tr`k dy sspYNSn dI[ ieh auh cIz hY ijhVI ik Prym nUM tr`k dy vHIlW nwl joVdI hY[ ieh keI qrWH dy hn keI vwr qW ie`k tr`k ‘c hI v`K v`K qrHW dy l`gy huMdy hn[ imswl vjoN Aglw jW stIAirMg AYksl Prym nwL lIP spirMgW nwL joiVAw huMdw hY[ ieh stIl plytW dw huMdw hY ijs dIAW plytW qkrIbn do ieMc cOVIAW Aqy ie`k cOQweI ieMc motIAW huMdIAW hn[ ies spirMg sY`t A`p ‘c l`g B`g A`T plytW huMdIAW hn Aqy hr ie`k cwr Pu`t lMbI huMdI hY[ pihlW au`upr lMbI huMdI hY Aqy hyTW AwauNdy ies dI lMbweI GtdI jWdI hY[ ies qrHW dy stIl AYksl 15,000 pONf q`k Bwr auTw skdy hn[pr Awm qOr ‘qy stIAirMg AYksl ‘qy tr`kW vwLy 12,000 pONf qoN v`D nhIN l`ddy[ ikauN ik toey Awid ‘c ies qoN v`D Bwr kwrn AYksl nUM nukswn ho skdw hY[ sspYNSn dw ku`J ih`sw Swk AYbjOrbr Bwv JtikAW nUM sihx vwLw vI huMdw hY[ jdoN au`cy nIvyN QwvW ‘qy Jtky lgdy hn qW ieh Swk AYbzOrbr, spirMgW dw vwDU Bwr Awpxy ‘qy lYNdy hn[ ieh Swk AYbzOrbr Aiq zrUrI hn ikauN ik ie`k qW ieh spirMNgW dw nukswn hox qoN bcwauNdy hn Aqy dUjw tr`k cldw r`Kdy hn[ pwvr stIAirMg quhwnUM sVk ‘qy lgdy JtikAW qoN vI bcwauNdy hn[ jy ieh nw hox qW sVkW dIAW au`cIAW nIvIAW QwvW stIAirMg ‘qy bYTy smyN quhwfy AMgUiTAW Aqy auNglIAW nUM vI zKmI kr skdIAW hn[ ie`Dr au`Dr jWdyy styAirMg ‘qy bYTy hoey jdoN au`cy nIvyN QwvW ‘qy quhwfw tr`k jWdw hY qW ies qrHW dy hwlwq vI bx skdy hn ik quhwfI h`fI nUM nukswn nhIN qW quhwfI pkV nUM zrUr iF`lI pw skdw hY[ pr ies sB kwsy qoN ieh hI bcwauNdy hn[ pihly simAW ‘c swnUM ieh isKwieAw jWdw sI ik stIAirMg dy AMdr dy pwsy Awpxy AMgUTy ikauN nhIN r`KIdy[ikauN ik ies qrHW krn ‘qy ieh tu`t skdy hn[ies qrHW dy bhuq swry frweIvr imldy sn ijnHW ny Awpxy AMgUTy ies leI bMnHy huMdy sn ikauN ik aunHW nUM d`sy Anuswr stIAirMg nw PVn kwrn auh tu`t gey sn[ A`j dy tr`k frweIvr dI izMdgI bhuq vDIAw ho geI hY ikauN ik hux pihlW nwLoN vDIAw sVkW, vhIkl bxwaux dy vDIAw FMg, cMgy twier Bwv ryfIAl,vDIAw qknIk Aqy vDIAw sItW hn[ pr mYnUM nvIAW qknIkW ‘c ku`J muSklW vI idsdIAW hn[ ie`k qW ies nwL frweIvr dI socx SkqI GtI hY[ A`j dy nvyN tr`kW ‘c trWsport nwLoN vDyry kMipautrIkrn ho gey hn[ jy sB ku`J kMipaUtr hI krygw qW swfw Biv`K iks qrHW dw hovygw? kI frweIvr tr`k clwvygw jW iPr kMipautr ieh kMm vI krn l`g pvygw? Aqy jy kMipaUtr kMm krnNo ht igAw qW iPr kI hovygw? kI ies qrHW dI hwlq ‘c iesnUM TIk krwaux leI vrkSwp ‘c ilAwaux leI frweIvr

Continued at Page 11....

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WHAT’S AFFECTING YOUR BOTTOM LINE FACTORS THAT COST FLEETS MONEY

tr`ikMg kMpnIAW dy Krcy vDx dy kwrx Overall Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Well maintained fleets keep the tires within 5 psi of this setting when monitoring inflation pressure. 1. Low Inflation Pressure Under-inflation is the biggest issue in the industry. It is the number one cause of premature tire removal. With the advancement in today’s radial casing, it is virtually impossible to determine if a tire is properly inflated without using a pressure gauge. Periodically calibrate the gauges using a master gauge. Over time, usage conditions can cause a pressure gauge to loose accuracy beyond the 2 psi manufactures tolerance range. The time and effort required to verify gauges and to check tire pressure is time well spent. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: An inflation pressure mismatch of greater than five psi will result in the two tires of a dual assembly being significantly different in circumference resulting in irregular wear and can also lead to eventual tire loss due to premature casing fatigue. A difference of five psi between steer tires will cause the vehicle to pull to the side with the lower pressure. Additionally, under inflation results in internal tire heat build up and potentially premature tire failure. 2. High Inflation Pressure Over inflated tires increase the likelihood of crown cuts, impact breaks, punctures, and shock damage resulting from the decrease of sidewall flexing and an increase in firmness of the tread surface. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Effect: Increases the probability of potential casing damage. This change in contact patch footprint could result in a reduction of traction and tread life. 8

3. Missing Valve Caps Missing valve caps are a primary source of low inflation pressure. Valve caps are used to keep debris out of the core and act as a secondary air seal if the valve core happens to leak. Verify there is a good tight seal by use of a spray type leak detector. A good “metal” cap with a rubber seal will hold air in a tire without a valve core. Goal: Install suitable valve caps on all wheel positions. Consider the use of inflate-thru valve caps for easier pressure maintenance. Effect: The number one cause of air loss in tires can be attributed to missing valve caps. Operating without valve caps can result in under inflation and the conditions mentioned above in 1 and 2. 4. Dual Mismatch Inflation Pressure Dual mismatched pressures can cause a permanent irregular wear pattern to develop and within a few weeks can potentially be a cause of early tire removal. Dual mismatched pressure will also affect the matched tire, causing accelerated tread wear and casing fatigue. Goal: Maintain all tires at the fleet target inflation pressure based on the manufacturers’ application data book for the particular axle load. Well maintained fleets keep the tires within 5 psi of this setting when monitoring inflation pressure. Effect: This irregular wear can result in early removal or require tire rotation to minimize the effect. 5. Dual Mismatch Height Dual mismatch tread depths (tire height differences) will cause irregular wear. Additionally, the larger tire (the one with the greatest tread depth) will become over-fatigued due to bearing more weight, this accelerates premature casing failure. Goal: Match tires in dual assembly with equal tread depths. Well maintained fleets use +/- 4/32" of tread depth as maximum allowable difference in overall height between the duals. Effect: Dual mismatch tread depths can cause a permanent irregular wear pattern in a few weeks resulting in early removal or a lost casing. 6. Irregular Wear Proper inflation pressure, correct toe settings and proper alignment can prevent most irregular wear. Steer, drive, and trailer axle alignment verification and/or correction can be performed with a minimal cost or investment in equipment. Goal: Reduce irregular wear by proactive tire and vehicle maintenance programs. Effect: Once a wear pattern develops, it will continue until the tire is rotated or removed to be retreaded or scrapped. Diagnosis and correction ot the cause is part of the solution in preventing future conditions. Average occurrence of irregular wear typically results in a loss of tread life resulting in a much higher total cost of ownership. SEPTEMBER / OCToBER 2013

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SEPTEMBER / OCToBER 2013

TECH TID-BITS

by JAG DHATT

Since most ready-mix carriers spend less than half of their work time driving, the National Ready Mix Association is seeking an exemption from the 30-minute break requirement. On average, the typical will carry about four loads per day and only driving on average about 14 miles one-way. The FMCSA will be looking at the comments and recommendations before making a decision. Western Star Trucks Inc., in collaboration with Klein Products Inc., announced the availability of high-capacity water tank truck, capable of carrying 6,500 gallons of water. Western Star sought the Ontario based Klein to develop the specialized 4900XD water tank truck. The new truck features a low center of gravity, a rollover protection system, and heavy duty suspension to maximize stability on uneven terrain while providing a comfortable ride. LED headlights will be standard equipment on Freightliner Cascadia and Cascadia Evolution trucks. The lights, produced by Truck-Lite, will not only be cost-effective, but will also enhance vehicle safety. LED lights improve visibility, reduce the draw on a vehicle’s electrical system, and last up to 50 times longer than conventional lighting systems.

The Canadian Trucking Alliance, Ontario Trucking Association and CargoNet are holding a full day conference that focuses on cargo crime. In Hamilton, thieves entered a carrier’s property and simply drove away a 2003 tractor and trailer that was loaded with bathroom products. Crimes like this are happening more and more often and carriers are encouraged to take extra precautions with their equipment.

“For Daily Updates” Please Visit Us at www.DesiTrucking.com

Ivor Evans, who has been a member of Meritor’s Board of Directors since 2005, has been named the company’s chairman of the board, chief executive officer, and president. Evans has an impressive job history, where he held positions of CEO and president at Union Pacific Railroad and vice chairman of Union Pacific Corporation. He also held various executive positions at Emerson Electric Company, Industrial Components, and General Motors Corporation.

Wabco and Huf Electronics are partnering to develop Wabco’s next generation tire pressure monitoring system for trucks, buses and trailers. This new system will be available to original equipment manufacturers in mid-2014. Wabco says customers will be able to choose internally or externally mounted tire sensors or a mix of both types. Tire leakages are the biggest reason for commercial vehicle downtime. In addition, proper inflation of tires can extend tire life by as much as 20% and can reduce fuel consumption by up to 2%.

On July 1, Cummins Eastern Canada opened its Northern Newfoundland Branch, where customers will now have access to service, sales, parts and repairs for generators and Cummins engines. Mike Christodoulou, president of the company, said this new infrastructure was necessary to service the local and in-transit customers with exceptional service excellence. Within a short seven months, ten thousand orders have been placed for the International ProStar with Cummins’ ISX15 engine and Cummins SCR aftertreatment system. “We brought Cummins ISX back for a reason – our customers demanded a capable and efficient 15-liter solution within our International ProStar chassis,” said Bill Kozek, president, North American Truck and Parts. Navistar also put the Cummins engine into the PayStar 5900 Set-Back Axle and the International 9900i in April of this year. Orders have already been placed by Knight, Penske, Ryder and Swift, with many more coming.

Compared to 2009, the value of goods moved between the USA and NAFTA partners rose by 77.5%. Michigan led all states in good transported to and from Canada for the 10th straight month, with $6.4 billion in goods movement. Freight transportation continues to be a huge economic factor in North America. SEPTEMBER / OCToBER 2013

Where the Truck meets the Road

puter takes over what will we have in the future? Will the driver actually steer the truck or will that be done by a computer? What happens when those computers fail? And, they will fail. Will the driver be competent enough and know the vehicle well enough to regain control and bring it to the shop for repairs? Every time we take a responsibility away from the human and give it over to a computer the human looses the ability to reassume control and often the reaction time needed to assume control of the computer is not adequate enough to avoid disaster. I hate to bring it up, but it’s fresh in our minds.There was a recent crash of an airplane in San Francisco in which four seconds before touch down the computer was still in control and the pilot – who, the media reported, was on his first landing of this particular type of aircraft. The pilot was a more than capable pilot of many types of aircraft and the difference, in my opinion, between this particular 777 and any other aircraft he’d flown would be similar to always having driven a Kenworth and suddenly you’re driving a Volvo. But, nonetheless, there was a big deal made out of the fact that this pilot was not experienced in flying the 777. The pilot took human control of the aircraft four seconds before touch down and didn’t have enough time to assume control from the computer to recover and power out of the problem but crashed into the end of the runway and the plane broke apart. Fortunately, there were only a few deaths in this incident and there are many people still alive to report on what happened. Will we be allowing computers to control the trucks on the road to the point where when the human realizes there’s something wrong, it will be too late to correct? My opinion says that while computers will be a major part of trucking for the foreseeable future, we shouldn’t be allowing the computer to be in charge.

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Proper Tire Inflation

is Important

Understanding the difference between a properly inflated tire and an under inflated tire is important both for public safety and because it is required. The Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, and Accountability (CSA) program measures the on-road safety performance of carriers and drivers. There are seven different areas by which drivers and carriers earn scores in the Behavior Analysis and Safety Improvement Categories (BASIC), one of which is vehicle maintenance. It’s also important to note that in the United States, drivers are responsible for conducting inspections using the Federal Motor Carrier Safety Regulation (FMCSR) Parts 393, 396 and Appendix G to Subchapter B which covers the Minimum Periodic Inspection Standards for new tires and retreads. Violations stay with fleets and drivers for 24 months, so it is important to take proper tire inflation seriously. Because of the ramifications of not having maintaining properly inflated tires it’s important to understand the definition of what an under inflated tire is. Unfortunately, there is no clear or agreed upon definition. At the most basic level, under inflation is any pressure less than the manufacturer recommended for tire load. Inspectors are able to use their best judgment, making the definition subjective. For a tire to be considered flat (an 8 point inspection deduction) it is generally accepted as 50% or less of the maximum inflation molded on the sidewall regardless of the load being carried. Under inflation is also left to the subjectivity of the inspectors. Under inflation is a 3 point inspection deduction, but it is also generally accepted that inspectors won’t check tire pressure unless a problem is suspected. Why is this? Well, it’s complicated for inspectors because they need to determine the proper inflation pressure of a tire, which means they need to know the temperature of the tire and the load on the tire. It’s just not as simple as taking the pressure. Without a very clear and concise definition of under inflation that everyone can agree on and understand, it will be a challenge for inspectors to be consistent in their interpretation and application of the definition. It was easier in the past when tires had tubes. It was common practice then that inspectors would subtract 15 psi from the gauged pressure of the tire to compensate for temperature. For example, a hot tire gauged at 85 psi would be considered cold-inflated to 70 psi. If that seems low, consider that according to the Goodyear’s and Bridgestone’s Load & Inflation tables, a 70-pound tire can still carry a load of 3,875 pounds. Michelin allows up to 4,500 pounds at 70 psi. Even at 3,875 pounds per tire, that would still allow 31,000 pounds over a tandem axle group. Then the question becomes whether or not that tire actually underinflated with a light load? So, where the definition ultimately ends up remains to be seen. Most truck drivers and fleets are not being ticketed for under inflation, but 3 points on an inspection for BASIC can certainly have a significant impact on a driver. Remember, according to FMCSR it’s the driver that is responsible for much of the this type of pretrip inspection. 12

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SEPTEMBER / OCToBER 2013

Parking Lot Crashes are not

Accidents

Despite being relatively free of traffic, parking lots are a source of many collisions and incidents. The most common types of collisions and injuries in parking lots are hitting fixed or stationary objects, backing and docking collisions, lift gate injuries, entry and exit from the truck injuries, slips, trips, and falls, an intersection crashes. Parking lot collisions and incidents are generally overlooked by those focusing on safety because they aren’t high speed and injuries and costs associated with such accidents are generally less. But, they are problems that need to be dealt with. Most parking lot accidents will result in a driver and fleet being charged with a preventable accident, and by definition if it is preventable it was not an accident. The U.S. Federal Motor Carrier Safety Administration (FMCSA) defines a preventable accident as one “which occurs because the driver fails to act in a reasonably expected manner to prevent it. In judging whether the driver’s actions were reasonable, one seeks to determine whether the driver drove defensively and demonstrated an acceptable level of skill and knowledge. The judgment of what is reasonable can be based on a company-adopted definition, thus establishing a goal for its safety management programs.” Why “Preventable Accidents Occur” in Parking Lots: One of the main reasons drivers face challenges is because they are rushed. This has been an issue probably since the advent of trucking – drivers are simply rushed to get from one load to the next due to time constraints, delivery requirements, and the need to make money. But, it’s this rush that can lead to parking lot issues. Many customers also mandate limited delivery opportunities or even call-ahead notifications, adding significant pressure to the job. As pressures mount, so does distraction and fatigue – and that is when most accidents occur. So, how does a driver overcome the pressures of the job to rush? This can be a challenge, but there is little doubt that doing the job safely and correctly the first time saves significant time and money in the end. Why force yourself to slow down by hitting an object – slow down a bit before that happens and do the job safely. Parking lots are interesting in that most accidents that occur there will be the result of hitting a fixed and stationary object. Even at low speeds, the sheer size and weight of a truck can cause significant damage to almost anything it hits. There are things a driver can do to help prevent such accidents though. When in a parking lot, why not get out of the truck and quickly examine the maneuvering area. Take time to think the process through before actually doing it. Other tips include using a slower speed. It’s much easier to stop at a slow speed and any movements the truck makes will be far more subtle. Another tip is to avoid parking lots or de14

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Parking Lot Crashes are not Accidents

livery areas during high traffic times. If possible, arrange with the customer to deliver at a time with less congestion. Now, this will not always be possible due to a myriad of reasons, but when it is possible take advantage of the added safety precaution. The idea is to limit risk. Then, of course, one of the most common accidents in a parking lot is the result of backing. The interesting thing about backing accidents that are the result of hitting a fixed or stationary object is that they are always considered preventable. That is, there is nothing a driver can say or do to demonstrate it was not their fault. Unfortunately they happen far more frequently than they should, accounting for about 30% of a fleet’s total annual collisions. How a driver prevents backing accidents is best learned through training. Drivers should always get out and look before backing (and get out and look again and again if you need to – especially on a long back up), use a spotter when available (this too requires some trainHowesDieselTruckingS13.pdf 1 ing on how to use a spotter), and take your time – low speeds.

ky huMdy hn[ies qrHW dy QwvW ‘c t`krW qoN bcx leI vDIAw FMg ieh hn: * sihjy sihjy A`gy vDo * ies qrHW dIAW QwvW ‘qy A`gy ip~Cy Aqy au`pr v`l iDAwn nwl vyKo * kyvl bYk hI nw kro sgoN hyTW au`qr ky cMgI qrHW vyKo ies qrHW dI G`t spIf ‘c rukxw sOKw hY[ tr`k dy PlYSr cwlU kr idE[ qMg QwvW ‘c jwx smyN Aqy nIvIAW C`qW hyToN lMGx smyN pUrw iDAwn r`Ko [ ie`k hor g`l ieh hY ik Awm krky bhuqy qMg Aqy BIV BV`ky vwLy QwvW qoN ijMnw ho sky lWBy rho[ jy qusIN BIV BV`ky vwLy QwvW ‘qy siQq iPaUilMg stysnW Aqy pwrikMg lwtW ‘c nhIN jWdy qW ies qrHW krn nwL qusIN kwPI durGtnwvW qoN bc skdy ho[ jy qusIN jwxdy ho ik iksy Kws smyN iksy ivSyS QW ij`Qy qusIN filvrI krnI hY au`Qy izAwdw rS hY qW stor mYnyjr nUM ieh smW bdlx leI bynqI kro[ bYk krdy smyN huMdy AYksIfYNt bYk krdy smyN hox vwLy AYksIfYNtW qoN pUrI qrHW bicAw jw skdw hY[ bhuq swry ies qrHW dy AYksIfYNt pwrikMg lwtW jW iesdy nyVy qyVy dy QwvW ‘qy huMdy hn[ ieh AYksIfYNt PlIt dy slwnw AYksIfYNtW dw 2/8/13 9:22 AM 30% ih`sw hn[ AsIN bYk krn l`gy siQr jW bxweIAW hoe-

IAW iblifMg Awid nwl t`kr Awid nUM ies qrHW dy ihìsAW vjoN lY skdy hW: * hor vhIkl, Kws krky pYsMjr vhIkl * qMg jW CotIAW motIAW cIzW, ijvyN ik KMBy Awid * pulW jW iblifMgW Awid dIAW nIvIAW C`qW sB qoN vDIAw bcwA hY tRyinMg dyxw[ sB qoN vDIAw FMg ieh hY ik frweIvrW nUM dìsAw jwvy ik auh bYk krn qoN ijMnw ho skdw hovy bcx[swnUM ies sbMD ‘c filvrI vwLy QW dw mYnyjr nwL imlky pUrw pqw lwauxw cwhIdw hY[ jy bYk krn qoN ibnw nhIN srdw qW frweIvrW nUM ieh krn qoN pihlW Awpxy AwLy duAwLy sbMDI pqw lwauxw cwhIdw hY ik AwLy duAwly Aqy ip`Cy kI hY[ bYk krn dy ies sunihrI inXm nUM sdw Xwd r`Ko: “ bwhr inklo Aqy vyKo” aunHW nUM Xwd krwE ik kMpnI aunHW qoN ieh aumId krdI hY ik Awpxy Awly duAwLy nUM ieqnI vwr muV vyKx ijMnI vwr ik aunHW nUM iesdI loV mihsUs huMdI hY[bwhr inkl ky vyKxw ie`k cMgI Awdq hY Aqy qMg lwt Aqy lMbI bYk leI ieh keI vwr zrUrI hYy[ keI mIfIAm tr`k PlItW nUM ku`J cIzW dI FoAw FuAweI leI frweIvr dy nwL hYlprW dI loV pYNdI hY[ies qrHW ie`k spwtr dy nwL iks qrHW tr`k bYk krnw hY iesdI tRyinMg vI syPtI mIitMg dw ih`sw hoxw cwhIdw hY[ Awpxy isìKAq frweIvrW Aqy spwtrW dIAW tImW nUM ies qrHW dy hwlwq ‘c aunHW dy ivcwrW bwry vI zrUr jwxo[

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Ken Cooke Owner - COASTLINE TRANSMISSION A Powertrain Specialist with more than 35 years of experiencea

Understanding your

Clutch

basic function of the clutch on modern heavy-duty diesel engines is to stop torsional vibrations from reaching the transmission and other drivetrain components. In fact 90% of the clutches work cycle is dampening vibrations from the engine to the driveline. This is accomplished with spring dampers in the clutch disc. These coil springs compress with the application of torque and transmit force to the spring covers which are attached to the disc hub thus transferring vibration free torque to the transmission input shaft. There are three basic categories of torsional rates for clutch dampers: rigid, standard and soft damper. Rigid clutch dampers have no springs and act as a direct link from the engine to the transmission providing no protection against torsional vibration. Rigid clutch discs are never used in new OEM applications. Standard dampers include all 10-spring and most 8-spring types. The springs used in these dampers are approximately 1.5” long and do not offer a large amount of protection. While these dampers were completely adequate for most heavyduty applications several years ago, they are generally incapable of reducing the engine flywheel vibrations developed with modern slow speed electronically fueled engines. The use of standard dampers in heavy duty

applications has virtually ceased in modern OEM applications. The trend is to use more capable soft-rate dampers. Soft-Rate Dampers, such as those found on Eaton Fuller’s heavy-duty 7-spring clutches, offer much better protection against engine flywheel induced torsional vibrations. Their springs are generally longer than springs used in standard rate dampers and offer more deflection before coil lock occurs. This larger spring deflection is equated to lower torsional spring rate. With lower torsional rate, the resonant frequency of the complete drivetrain is lowered. Conclusion - Older style 10-spring clutches are not capable of dampening the damaging torsional vibrations on modern electronic engines. When peak engine torque exceeds the damper capacity, the driveline will be abused. This abuse will cause faster wear and potentially damage your transmission, driveline and differentials. Since damper capacity is a product of the springs used in the damper, changing the number and type of springs changes the stiffness of the entire system. Maximum drivetrain component life can be achieved by using a clutch that was designed and engineered for your engine. So, the next time you need to replace your clutch, phone Coastline Transmission and ask us for a quote to install a genuine Eaton Fuller 7-spring clutch.

For more information on this or any other truck powertrain related subject, call Coastline Transmission & Differentials at 604-533-4651 or call us toll free at 1-888-686-4327. 16

Julie “the fraud” does not work with us: DOT The U.S. Federal Motor Carrier Safety Administration (FMCSA) issued a warning to carriers that some fraudsters are seeking financial information from truckers via emails or faxes. In particular, faxes or emails purported to be from a ‘U.S. Department of Transport (DOT) procurement officer named Julie Weynel’ should be flagged and authorities should be called. Although they appear so, the letters are not legitimate. The name Julie Weynel does not work for the DOT, nor is she likely a real person. “Motor carrier officials and their employees--as well as government and law enforcement officials--should be vigilant and on the lookout for fraudulent attempts to gather financial (or other personal identifiable Information--PII) data by fax, e-mail, or telephone. Requestors should be verified and authenticated before such data is provided, according to FMCSA officials.”

Controversial US Bill proposed by New York Legislators New York legislators are proposing a bill that would allow states to regulate port trucking in ways similar to the Port of Los Angeles program that was rejected by the Supreme Court. The bill offered by Sen. Kirsten Gillibrand, D-N.Y., and Rep. Jerrold Nadler, D-N.Y., would let a state or a local authority set up such a program, which, like measures in the Port of Los Angeles’ Clean Truck Program, would require drayage motor carriers with environmentallyapproved trucks to sign a concession agreement before transporting cargo at the Port. Portions of Los Angeles’ Clean Truck Program were reversed when the U.S. Supreme Court upheld a challenge by American Trucking Associations. ATA argued the city overstepped its authority by imposing criminal penalties if trucking companies violated the program’s provisions, such as requiring trucking companies to have off-street parking locations when trucks were not in service. Gillibrand and Nadler want states and local governments to have the legal authority to impose additional regulations. SEPTEMBER / OCToBER 2013

SEPTEMBER / OCToBER 2013

Trucking with

By: PASH BRAR

NEW or USED?

nvW jW purwxw Every day I am contacted by a potential client and the same hr roz myrw vwh pRBwvI KrIdwrW nwl pYNdw hY Aqy ieko svwl question comes up over and over again. Should I get new equipbwr-bwr pu`iCAw jWdw hyY ik mYN nvW smwn KrIdW jW purwxw? dohW ment or used equipment? There are advantages and disadvandy lwB Aqy hwnIAW hn[ijQoN q`k trylrz dw sbMD hY bhuqy kysz tages to both, but each person or company is different, so each iv`c nvW hI KrIdxw cwhIdw hY[vrqy hoey trylr Awm qOr qy TIk situation is different. nhIN huMdy[jykr koeI cMgI hwlq iv`c hovygw qW kuJ imMtW iv`c hI With trailers you will have to buy new in most cases. Used ivk jwvygw[jd q`k qusIN iksy kMpnI jW Enr Aprytr nUM nhIN trailers are very hard to come by. If a used trailer is in good condijwxdy, jo purwxy trylr vyc rhy hn, audoN q`k trylr l`Bxw bhu`q tion, it’s sold in a few minutes and that’s no exaggeration. Unless muSikl hY[jykr koeI purwxw trylr CyqI nhIN ivikAw qW smJo you know a company selling their used trailer or an owner/operaaus iv`c jrUr koeI nuks hY jW AYnw purwxw hY ik kYlyPornIAW iv`c tor who’s selling, it’s very hard to find. I found a nice flat tandem c`l nhIN skdw[ trailer recently and the photos were sent to me. In the amount of tr`k KrIdxw hY qW siQqI kuJ v`KrI hY[nvW tr`k KrIdx time it took for me to look at the photos and email back to ask the leI motI rkm KrcxI pvygI[nvW slIpr hweIvy tr`k 135000price, the trailer was sold. That’s fast! Any used trailer that’s been 165000 fwlr dI kImq dw hovygw Aqy tYksz v`Kry[quhwnUM fwaUn sitting for awhile unsold, usually has something wrong with it, like pymYNt motI dyxI pvygI pr murMmq dw Krcw bhuq QoVw hovygw[pihlw rust or can’t be used in California due to its age. If it was any good, swl qW kmweI dw swl hovygw[ijMnw mrzI kmwE Aqy bcwE[dUjy someone would have bought it already. Aqy qIjy swl iv`c myntInYNs Krcw vD jwvygw ikauNik twier Awid With a truck you’re looking at a large investment if buybdlx dI loV pvygI[bhuqIAW PwienYNs kMpnIAW vI nvyN tr`k ing new. New sleeper highway trucks range in price from $135hI PwienYNs krdIAW hn ikauNik vrMtI hox krky irsk G`t huMdw $165,000 range and then add tax. With this, you will have a bigger hY[lMby smyN iv`c murMmq p`KoN nvyN tr`k dw Krcw purwxy nwloN bhuq down payment and higher payments if financing. But the mainteG`t huMdw hY[rIsyl krnw hovy qW vycmu`l vI cMgw iml jWdw hY[ nance will be much lower. Minimal work, like a grease, oil change nvyN tr`k dI au`cI kImq hox krky ho skdw hY ik quhwnUM lon and tune ups are needed and there are proper warranties. The nw imly [ jykr quhwnMU knyfw Awey nMU Ajy swl do swl hI hoey hn, first year is your year to make money. Save up and make as much tr` i kM g qjrbw vI swl jW ies qoN ies qoN G`t hY,irhwieS bysas you can. The second and third year you start needing things mYNt iv`c hY, fwaun pymYNt leI 10,000 fwlr jW ies qoN G`t hn like new tires and the costs go up. A lot of financing companies Aqy krYift bhuq QohVy jn Awid qW Ajy qusIN nvW t`rk nhI only want to finance new trucks as they are seen as less risky with KrId skogy[jykr qusIN b`cq krdy ho, vDyry qjrbw hwsl krdy the warranties. In the long run, the new truck will cost much less ho, Awpxy ib`l TIk smyN qy Brdy ho Aqy krYift bxwauNdy ho qW koeI than the used truck in maintenance. It will also give you higher rekwrx nhIN hY ik kuJ swlW bwAd qusIN nvW t`rk nw KrId sko[ sale value if trading in or selling again for another new truck. With jy kr purwxw t`rk KrId rhy ho qW ikauNik murMmq dy Krcyy the higher costs of a new truck, you may not qualify for the loan. vDy r y hoxgy ies leI fwaUx pymYNt G`t r`Ko, jy qusIN PwienYNs vI It’s hard for me to crush a person’s dream of owning a new truck, krw rhy ho, ikauNik murMmq dI loV vyly quhwVy kol but if you live in a basement ijMnW sMBv hovy kYS hoxw cwhIdw hY[ quhwnMU loV humid suite, have been in the country hY ik CyqI murMmq krvw ky dubwrw t`rk sVk qy c`ly[ only a year or two, have only - Pash Brar B.A. jy qusIN cMgw purwxw t`rk KrIdxw cwhuMdy ho qW ausdw a year or less trucking experiPash is a mobile leasing representative with Auto One Leasing LP in Vancouver. She has a bankfwieno tYst krvwaux dI kooiSS kro jW vrMtI vwlw ence, have $10,000 or less for ing, collections and accounting background. She t`rl KrIdo[ koeI nhIN cwhuMdw ik t`rk KrIdx qoN kuJ a down payment, or have very specializes in importing vehicles and trailers from smyN bwAd hI ieMjx bnHwauxw pY jwvY[ ies leI cMgw little credit, you may not be able the USA. Aqy suhxw mYNnvyn kIqw t`rk KrIdo[ ies leI cMgw to get a new truck at this time. 18

SEPTEMBER / OCToBER 2013

New or Used?

That doesn’t mean you can’t get a new truck later on. This doesn’t mean no, this means just not right now. With this case, I can help you get a used truck or put you back to work. If you save up your money, get more experience and pay your bills on time build credit, there’s no reason you can’t have a new truck in a few years. If getting a used truck, there will be more maintenance needed, so submit in a lower down payment if financing. You want as much cash as possible available in case the truck needs a repair. You want to get the repair work done and be back on the road working again as quickly as possible. When looking for a good used truck, try to get a dyno test done, or buy a truck with warranties and recent rebuild on it. No one wants to see anyone who just purchased a used truck have to pay a hefty bill to rebuild the engine. No leasing company wants you to beg them for the money to rebuild it either, so make sure you purchase a quality, well maintained used truck. You may even be able to purchase an extended warranty. Keep in mind, even with a rebuilt engine, air lines and the electrical maintenance can really add up, so keep your cash flow going. A bad used truck can mean going almost broke for the driver. When buying new or used, make sure the price is right. A good leasing company can help with this and of course your fellow truckers. Ask around. Leasing companies will not finance beyond the value of the truck. Fellow drivers and the company they work for know the correct prices of new or used trucks. If something is not right, your fellow drivers will know. One trucker called me and told me he ordered a brand new truck that was fully loaded. I knew from the price he quoted it was not fully loaded. The price was way too low. The truck was missing a leather wrapped steering wheel, a heated /cooling seat, insulation, LED lights, and had the wrong wheel base. I will get a price adjusted and the truck adjusted to help the driver if something is wrong. Being loyal to a dealership will often reward you with a good price. If you shop around in every province and state, it has potential to catch up with you when the local dealership finds out. That great deal you think you found out of province or state, often brings back an inferior truck with missing options. So know all the options you want in your truck and make sure each comparison you make at each dealership is exactly the same. When buying for local driving, a used truck may be more suitable. The cost of buying used is much lower than new. The truck is driven so little, that not much maintenance is needed. A good used day cab will be great for years if well maintained. I have one owner operator who bought a low mileage day cab. His lease SEPTEMBER / OCToBER 2013

Aqy suhxw mYntyn kIqw t`rk KrIdo[ qusIN AYkstYNff vrMtI vI KrId skdy ho[ nvW KrIdo jW purwxw pr qs`lI kr lvo ik kImq TIk hY[ cMgI lIijMg kMpnI jW swQI t~rkrz quhwfI shwieqw kr skdy hn[ lIizMg kMmnIAW t`rk dy TIk TIk mu`l qoN v`D PwienYNs nhIN krngIAW[ swQI frweIvr jW auhnW dI kMpnI t`rk dy TIk TIk mu`l bwry jwxkwrI dy skdy hn[ koeI nuks hovygw qW auh vI d`s dyxgy[ iksy fIlr dy p`ky gRwhk bx ky rihxw vI lwBkwrI huMdw hY[jykr qusIN hr styt iv`c jw ky KrIddwrI krdy ho qW ho skdw hY qusIN DoKw Kw jwvo[Awpxy styt qoN bwhrLI KrId ijsnUM qusIN gryt fIl smJdy sI Aksr GtIAw qy AYsw tr`k huMdw hY ijs dIAW keI AwpSnz imisMg hox[ies leI loVIdIAW AwpSnz bwry cMgI qrHW GoK kr lvo[ jykr lokl frweIivMg

New or Used?

is 3 years and payments are less than $1,000 a month. We estimate he will be driving this truck for the next 6-8 years. He laughed at how low his payment is. “It’s nothing” as he said it. When going to a dealership and looking at new equipment, the more experienced sales person will know when a new truck or trailer isn’t an option for a driver. They will know and advise the driver to come back later when they know they are in a proper position to buy new. I’m often called just to give advice to these drivers. None of us want to say no, but we will say see you later. I get concerned when someone who clearly cannot afford something new, is being pushed by a sales person. I’ve seen where the finance application was denied or has a very high rate, and the sales person asks the company hiring the driver to put the loan in the company name just to keep the truck sale. The only one benefiting from this is the sales person getting a commission cheque. The driver gets no tax write offs, the company he/she works for does, and they are stuck working for that company until the loan is finished. The driver is trapped paying high taxes and can’t leave the company. There is no guarantee that the company will even transfer the truck to the drivers name once the loan is done. There are no guarantees at all in this arrangement and I do not recommend this to any driver. When purchasing any type of equipment, whether a new or used truck or trailer, it’s important to do your homework first. Know the prices, have money in the bank ready for a down payment, have money for repairs set aside, know what equipment you want, and be ready to negotiate!

krnI hY qW purwxw tr`k cMgw PYslw hY[kImq nvyN nwloN bhu`q G`t hovygI[ikauNik tr`k G`t cldw hY ies leI murMmq dy Krcy bhuqy nhIN hoxgy[ie`k cMgI vrqI fy-kYb myntyn krky r`KI jwvy qW keI swl c`l skdI hY[ jdoN iksy fIlr kol jWdy hW Aqy nvW tr`k dyKdy hW qW qjrbykwr sylz prsn jwx jWdw hY ik ies frweIvr nUM nvW tr`k jW trylr KrIdxw cwhIdw hY ik nhIN[auh frweIvr nUM slwh dy idMdy hn ik nvW tr`k KrIdx leI iPr kdy, jdoN auh nvW tr`k KrIdx dI cMgI pujISn iv`c hovy audoN Awvy[ mYnUM icMqw huMdI hY jdoN iksy frweIvr iv`c nvW tr`k KrIdx dI spSt smr`Qw nhIN huMdI pr koeI sylz prsn iPr vI ausnUM vyc idMdw hY[auh tr`k syl bxweI r`Kx Aqy Awpxy kimSn Kwqr frweIvr nUM ausdy hwier krn vwlI kMpnI dy nW qy lon krvw idMdw hY[ies nwl frweIvr nUM AwpxI Awmdn tYks qy koeI Cot nhIN imldI Aqy auh aus kMpnI iv`c kMm krn leI mjbUr rihMdw hY audo q`k jd q`k swrw lon mu`k nhIN jWdw[frweIvr v`D tYks dyx Aqy kMpnI nW C`f skx leI Ps jWdw hY[ ies g`l dI vI grMtI nhIN huMdI ik kMpnI lon mu`kx ip`CoN vI tr`k nUM frweIvr dy nW qy kr dyvygI[mYN iksy frweIvr nUM ieMj krn dI slwh nhIN dyvWgw[ jd kdy vI nvW Bwvy purwxw tr`k trylr KrIdxw hovy qW pihlW cMgI qrHW sB p`KW dI GoK kr lvo[ kImqW dI jwxkwrI lvo, fwaUn pymYNt leI rwSI iqAwr r`Ko, rIpyAr Awid leI v`KrI rwSI inSicq kro, ijhVw tr`k KrIdxw hY aus bwry jwxkwrI lvo Aqy lYx dyx krn leI iqAwr rho[

Quick Truck Lube’s Customer Appreciation Day a huge success Desi Trucking Magazine was invited to Quick Truck Lube’s Eighth Annual Customer Appreciation Day on Friday July 12, 2013. The day was a great success and many drivers, both existing and new, enjoyed the BBQ and festivities. Quick Truck Lube was supported by many top vendors including Castrol, Transit (representing Chevron), Shell Canada, Noco (representing Mobil), Peterbilt, Fleetguard, Alemite, Samson, Davco, Fluidlife, Safety Kleen and Cummins Eastern Canada. Most drivers actively welcomed all the vendors’ information regarding interesting topics, some of which included knowledge of oil brands and filter products. The Quick Truck Lube staff felt that drivers left with a better understanding about the products they offer. Along with the discounts offered that day, Quick Truck Lube also presented a number of awards: to Noco, which rep20

resents Mobil, for being the Top Service Provider of the Year; to Laidlaw Carriers, for Excellent Customer Service and Business Appreciation; to Joe Tavares as Customer of the Year and for his unconditional support throughout the years; and to Donald Dombrowski as Employee of the Year for his continuous dedication and hard work at Quick Truck Lube. Management also wanted to give special attention and recognition to all the employees at Quick Truck Lube, who worked tirelessly on this very busy day. Many of these employees worked a twelve hour shift. Last, but not least, the management team at Quick Truck Lube would like to thank all those who were able to attend the event. “Without the support of companies and our customers, events like this would not be possible,” said the management. “We are looking forward to seeing everybody throughout the rest of the year and at our future events.” SEPTEMBER / OCToBER 2013

New and Strategic Tactics used in Cargo Theft Cargo thieves are becoming more “strategic” about how they target cargo loads and transportation companies, according to insurance experts. A range of new cargo theft tactics are being deployed to help thieves take better “control” and thus mitigate the risks of the crimes they are trying to commit, Sam Rizzitelli, national director for transportation at Travelers Inland Marine division, told Fleet Owner magazine. Scott Cornell, national program manager for the Specialty Investigations Group or “SIG” with Travelers Investigative Services, explained that these new “tactics” fall into three categories: identity theft, fictitious pickups and misdirected loads/fraudulent carriers. “They are trying to adjust their methods to develop better ways to get away with cargo,” Cornell noted. Rather than commit “straight theft,” where loads are physically stolen from parking lots or terminals – and risking getting spotted and/or potentially be involved in a high speed chase – he said cargo thieves are trying to be more “strategic” about thefts so they can better pinpoint and steal specific types of cargo. These strategic kinds of thefts are a result of more technology with greater access to information within the transportation industry and the involvement of more ‘intermediaries’ throughout the supply chain, Rizzitelli added. “ Data tracked by FreightWatch International indicates that the actual volume of loads stolen in the U.S. during the second quarter this year declined, while the overall value of those loads increased, states the article. To successfully combat such scams, Rizzitelli stressed that crafting the “right relationships” between carriers, shippers, and third party logistics providers is more critical than ever. “By that I mean, are carriers and shippers developing shared protocols around pickup procedures?” he explained. “Are there verifications in place to confirm the identity of specific drivers? Do shippers have procedures to verify the carriers that will be hauling highly targeted high value goods are who they say they are?” Want to learn more about combatting cargo crime? Join the Canadian Trucking Alliance for the first Project Momentum workshop, an initiative to raise awareness and combat the growing threat of cargo crime in the high risk corridor along Highway 401.

e-Log Proposal Likely to Become a Reality An electronic logging mandate in the US took one step closer to becoming a reality as the Transportation Department sent its proposed Electronic Logging Devices rule to the White House Office of Management and Budget for final vetting before publication. The schedule calls for OMB to finish its review by early November, and for publication to follow by mid-November, according to Heavy Duty Trucking magazine. A two-month comment period will follow and the final rule could show up in 2014 or 2015. The Federal Motor Carrier Safety Administration, which drafted the rule, has spent the past several months surveying drivers and carriers on the role of electronic logs in ‘driver harassment,’ which an appeals court ordered the administration to consider when writing the new rule. In addition to addressing harassment, the proposal will set the mandate, establish minimum standards for elog devices and set requirements for supporting documents. SEPTEMBER / OCToBER 2013

Average Age of Canadian Truck Driver Even Older Than Reported knyfIAn tr`k frweIvr dI AOsq aumr hux pihlW d`sI jWdI aumr qoN vI v`D An analysis of the 2011 National Household Survey (NHS) by the Conference Board of Canada shows that the average age of a truck driver has continued to increase at a faster rate than the rest of the labour force and is even older than previously thought. In its report on the driver shortage and economic implications released earlier this year, the Conference Board relied on the 2006 Census and Labour Force Survey to find the average driver age to be 44 years – four years higher than it was for the average worker and increasing more rapidly as well. The Conference Board characterized the situation the trucking industry finds itself in – a rapidly aging and relatively older workforce of drivers combined with few young entering the occupation – as a “demographic tsunami.” It estimated that the national shortage of truck drivers could reach 33,000 by 2020. The more recent numbers from the NHS (which is voluntary and replaces the long census questionnaire) confirms this challenge confronting the industry and suggests the situation may be even more pronounced. Based on its review of the NHS data, the Conference Board now finds the average truck driver age is 46 years, compared to the average age for all workers in Canada of 41.5 years. Most importantly, the Conference Board says the increase in the average driver age is due to a drop in the share of drivers between 20 and 29 years old. In 2006 11.6 per cent of truck drivers were in that age group but in 2011 this share declined to just 8.8 per cent of the driver population. Also of note is the fact that in 2006 the share of drivers in the 30 to 34 year range was 10 per cent, the same as it was for the total labour force. However, by 2011 8.5 per cent of drivers found themselves in this age group. For the total labour force there was a slight increase to 10.4 per cent. 22

knyfw dy kwnPrMs borf dw 2011 vwlw nYSnl hwaUs holf srvy dw ivSlySx drswauNdw hY ik tr`k frweIvr dI AOsqn aumr bwkI lybr krn vwly lokW nwloN qyjI nwl lMmI ho rhI hY[ ie`QoN q`k ik ieh pihlW smJI jWdI aumr qoN vI v`D hY[ kwnPrMs borf ny swl dy SurU iv`c frweIvrW dI QuV qy ies nwl pYx vwly AwriQk pRBwvW bwry AOsqn irport jwrI kIqI sI[ kwnPrMs borf ny frweIvrW dI AOsqn aumr 44 swl d`sx vyly ies nUM 2006 dI jngxnw qy ruzgwr Pors srvyKx au~qy AwDwirq kIqw sI ieh aumr swDwrx kwmy dI aumr qoN cwr swl v`D sI qy ieh aumr bVI qyjI nwl lMmI ho rhI sI[ kwnPrMs borf ny tr`k ieMfstrI nUMN iehnW hwlwq bwry jwxU krvwieAw sI[ ies iv`c dìsAw igAw sI ik frweIvrW dI Pors CyqI CyqI bu`FI ho rhI hY[ BwvyN iehnW iv`c kuJ nojvwn vI Swiml ho rhy hn[ ies q`Q nUM auhnW ny mnu`KI qUPwn, dw nwm vI id`qw hY[ ieh AMdwjw lgwieAw jw irhw hY ik 2020 q`k kOmI p`Dr au~qy 33000 tr`k frweIvrW dI QuV ho jweygI[ nYSnl hwaUs-holf srvy dy nyVly AMkiVAW muqwibk (ieh srvy frweIvrW dI sihmqI nwl kIqw igAw hY qy iesnUM jngxnw dy svwlW au~qy AwDwirq nhIN kIqw) trìkMg ieMfstrI nUM pyS Awaux vwlIAW muSklW bwry KulwisAW nUM zwihr kIqw igAw hY[ ies iv`c ieh vI ikhw igAw hY ik smìsAw hor vI gMBIr ho skdI hY[ nYSnl hwaUs holf srvyKx dy AMkiVAW au~qy AwDwirq ies srvy iv`c kwnPrMs borf pqw d`sdw hY ik tr`k frweIvr dI AOsqn aumr 46 swl hY jdoNik swry knyfw dy kwimAW dI AOsqn aumr 41.5 swl hY[ ies qoN v`D mh`qvpUrn g`l ieh hY ik kwnPrMs borf ieh dwAvw krdw hY ik AOsqn aumr iv`c ieh vwDw 20 qoN 29 swlW dI aumr dy frweIvrW dI igxqI iv`c kmI kwrn ho irhw hY[ 2006 iv`c frweIvrW dI 11.6 pRqISq igxqI au~prly srUp iv`c AwauNdI hY pr 2011 iv`c ieh ih`sw frweIvrW dI jnsMiKAw dw 8.8% rih igAw ieh g`l vI Xwd r`Kx Xog hY ik 2006 iv`c 30 qoN 34 swl dI aumr vwly frweIvr pUrI igxqI dw 10% bxdy sn[ ieh pRqISq smu`cI lybr Pors dI pRqISq dy brwbr sI pr 2011 iv`c frweIvrW dI 8.5% bMidAW ny Awpxy Awp nUM ies gru`p iv`c Swiml smiJAw[ smu`cI lybr Pors iv`c QoVw ijhw vwDw ho ky ieh 10.4% q`k phuMc igAw hY[ qsvIr dy dUjy pwsy ieh g`l hY ik frweIvrW dI sMiKAw iv`c 55 swl dI aumr qy ies qoN v`D aumr dy frweIvrW dI pRqISq dw 20 qoN v`D ky 26 ho geI hY[ A`gy hor pqw l`gdw hY ik nYSnl hwaUsholf srvy dy AMkVy ieh drswauNdy hn ik frweIvr ijnHW dI aumr 65 swl qy ies qoN v`D aumr vwilAW dI pRqISqqw 4.4 hY (jdo ik 2006 SEPTEMBER / OCToBER 2013

Average Age of Canadian Truck Driver

On the other end of the spectrum the share of the driver population in the age group 55 years and older has increased from 20 per cent to 26 per cent. Furthermore, the NHS data indicate that 4.4 per cent of drivers are 65 and over (compared to 3 per cent in 2006) while for the total labour force the share of this age cohort increased from 2.6 per cent to 3.5 per cent. According to the Conference Board, this confirms that in the trucking industry more than in others a primary source of “new” labour is delayed retirements – which it says is “nothing more than a bandage solution.” The Conference Board was also able to examine the variation in the driver age by province. The NHS data indicate drivers are slightly “younger” in Alberta, where the average age is 44.9 years (in part reflecting the generally younger labour force in Alberta (40.6 years relative to the national average of 41.5 years)). On the other hand, the average driver age is over 47 years in Nova Scotia, New Brunswick and Manitoba (although in provinces where the driver population is particularly small some caution should be taken when interpreting the results). The data also show that truck driver remains the second most common occupation among men in Canada after retail sales person. Unsurprisingly, Ontario continues to be home to the largest number of drivers, with over 92,000. Quebec, Alberta and B.C. follow with 57,000 39,000 and 32,000 respectively. The Conference Board concludes “it will ultimately be up to the industry to address this ongoing challenge and to make the occupation more attractive to younger drivers. But as we also put forth (in its earlier report), it will also be important to convince customers of the need to address this challenge now and to work with them to develop strategies that will make best use of drivers’ time, as the trucking industry has a long track record of sharing its productivity benefits with customers through lower prices.” iv`c ieh 3 pRqISq sn) qy smu`cI lybr Pors iv`c ieh pRqISqqw 2.6% qoN v`D ky 3.5% ho geI hY[ kwnPrMs borf Anuswr ieh g`l sp`St huMdI hY ik bwkIAW nUM C`f ky trìkMg ieMfstrI iv`c hux loVINdI nvIN lybr nUM irtwiermYNt nUM mulqvI krky pUrw krnw peygw- iesnUM AsIN vkq - tpwaU, QoVHicrw ielwj kih skdy hW[ kwnPrMs borf v`Kry v`Kry sUibAW iv`c frweIvrW dI aumr iv`cly Prk nUM GoKx dy Xog hoieAw hY[ nYSnl hwaUS- holf AMkiVAW Anuswr, Albrtw sUby iv`c frweIvr mmUlI qOr au`qy jvwn hn, ies sUby iv`c aunHw dI Aosqn aumr 44.9 swl hY Albrtw iv`c lybr Pors jvwn hY (jwxI ik 40.6 swl hY jdoN ik nYSnl Aosq 41.5 swl hY[) dUjy pwsy, novw skoSIAw inaUbr`nzivk qy mYnItobw iv`c frweIvr dI AOsq aumr 47 swl hY[ ieh vI iDAwn Xog hY ik ijnHW sUibAW iv`c jnsMiKAw bhuq G`t hY, nqIijAW au~qy phuMcx leI QoVHw Kbrdwr rihx dI loV hY[ AMkVy ieh vI drswauNdy hn ik Coty p`Dr dy ivkryqw sylz krmcwrIAW dI igxqI qoN bwAd, tr`k frweIvr dw pySw hI hrmn ipAwrw hY[ AMkVy ieh drswauNdy hn ik Coty p`Dr dy sylzmYn qoN bwAd igxqI iv`c dUjy nMbr au~qy frweIvr hI AwauNdy hn[ieh vI hYrwnI vwlI g`l nhIN ik auNtyrIE iv`c frweIvrW dI igxqI jo ik 92000 hY sB qoN v`D hY kubYk, Albrtw qy bI.sI. iv`c krmvwr frweIvrW dI igxqI 57000, 39000 Aqy 32000 hY[ kwnPrMs borf ies nqIjy au~qy phuMicAw hY ik ies vMgwr dw mukwblw AwKr nUM tr`k ieMfstrI nUM hI krnw hovygw qy ausnUM ies ik`qy nUM nojvwn frweIvrW leI hor idl-iK`cvW bxwauxw pvygw[ ijvyN ik sMsQw ny pihlW vI dìsAw hY ik (AwpxI pihlI irport iv`c) ies smìsAw sMbMDI gwhkW nUM vI jwxkwrI id`qI jwxI cwhIdI hY[ auh lok vI ies smìsAw leI rxnIqI iqAwr krn qW ik ies qrHW frweIvrW dy vkq nUM shI vriqAw jwvy[ trìkMg ieMfstrI pws cMgw kMm krn dy isìtAW dI pUrI jwxkwrI hY qy auh gwhkW nUM frweIvrW dIAW syvwvW cMgIAW hox nwl ssqy BwA krn iv`c bhuq shweI huMdIAW hn[ SEPTEMBER / OCToBER 2013

ryfIAl tr`k twier

ie`k shI twier

iksy vI sVk leI Arwmdwiek Aqy ie`kswr clweI ivSwl mh`qqw, vwijb kImq

syl jW hor jwxkwrI leI sMprk kro:

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vwrI Awpw ieh g`l suxdy hW ik rwq nMU tr`k nMU A`g l`g geI Aqy frwievr iv`cy hI jL igAW ho skdw hY ik frwievr nSy dI hwlq iv`c hovy Aqy auh KwxW grm krn ipCo gYs vwlw culHw bMd krnW Bul igAW hovy[ 8 mUhrly vhIkl dy ijAwdw nyVy clwauxW vI keI vwrI iBAwnk hwdisAW nMU jnm idMdW hY[tr`k clwaudy smy mUhrly vhIkl nwlo syP vkPw r`KxW bhuq jrUrI hY [ tr`k ie`k bhuq v`fI mSInrI hox kwrn rukx vwsqy smW Aqy dUrI ijAwdw lYdW hY[ 9 auqrweI smNy inXmq spIf qo qyjI nwl tr`k auqwrnW jw hvW dy lIk hox kwrn brykW dw grm hoxW vI cldy tr`k nMU A`g l`gx dy pRmu`K kwrnW iv`c igixAW jwdw hY[mY bhuq vwrI phwVI rsiqAw iv`c Awpxy mMuifAW dy tr`kw dy brykw iv`co DUAW inkldw Awm vyiKAW hY , auh nW tr`k bykwbU rYNp vrqdy hn Aqy nW tr`k KVwaux dw koeI Xqn krdy hn, sgo Pon qy l`gy byiDAwny tr`k d`bI jwdy hn[ 10 dosqo keI vwrI mwVI iksmq AwK lvo, tr`k nMU A`g l`gx dy kwrnW dw pqw vI nhI l`gdw ik rwq nMU tr`k cMgw Blw KVw kIqw Aqy svyr nMU tr`k m`c igAw[jw pMpw co qyl pwaux leI tr`k pwrk kIqw ik AwauNidAW nMU tr`k A`g dIAW lpytw iv`c Aw igAW[ AKIr iv`c iehI kihxw cwhUMgW ik tr`k ie`k bhuq v`fI miSnrI hY , iehnMU Kyf smJ ky nW clwE[ prItrYp jrUr kro surìKAq nukiqAW Aqy mkYnIkl nukiqAW nMU nzr AMdwj nw kro[tr`k clwaux smy niSAW qo prhyj kro[ tr`k qy sOx smy Srwb vgYrw dw pRXog nW kro Aqy KwxW grm krn qo bwAd Awpxy gYs vwly cuilHAW nMU iDAwn nwl bMd krnW nw Bùlo[prwpr irst bhuq jrUrI hY[ A`j k`l dy tr`k bhuq ijAwdw ielYktrwkns XMqrw nwl lYs hn ijs kwrn plW iCxW iv`c A`g PV jwdy hn Aqy AgwaNU PYbr glwS dIAW tr`kw dIAW bwfIAW A~g leI bwlx dw kMm krdIAW hn[bhuqy pMjwbI frwievrw dy fIjl tYk hI bhuq v`fy lgvwey huMdy hn ijhVy A`g l`gx dI hwlq iv`c bMb bx ik Ptdy hn , hwlWik mYN smJdw ik 300 gylx dy tYNk bhuq huMdy hn[pMj-pMj sO gylx dy tYNk lvw ky Pyr mOq nMU mwsI kihx vwlI g`l hI Fu`kdI hY[ dosqo pRmwqmW ny izMdgI isrP ie`k vwrI id`qI hY , quhwfy pirvwr nMU quhwfI bhuq s^q jrUrq hY[kImqI ijMdgI nUM mmUlI glqIAW dI Byt nw cVwE[ r`b rwKw[ AYfItr not: nItw mwCIky qkrIbn 20 ku swl qoN trìkMg dy ik`qy nwl juiVAw hoieAw hY Aqy sVk au~pr c`lx dy cMgy mwVy qzribAW iv`coN lMiGAw hYy[ bhuigxqI iv`c swfy tr`kr vIr bhuq imhnqI, smJdwr Aqy ijMmyvwr hn pr ku`J ku nwsmJI jW jwxkwrI dI Gwt kwrn trìkMg iv`c swfy bMidAW dw kw&I nukswn ho irhw hY[ swfw mksd iksy iv`c nuks k`Fxw jW nIvW idKwauNxw nhIN, sgoN iehnW g`lW nUM ivcwr ky A`gy qoN ies nukswn nUM rokxw hY[ SEPTEMBER / OCToBER 2013

1750 Britannia Rd. E. Mississauga, On L4W1J3

APRIL - DECEMBER

MON-FRI 7am-7pm SAT 8am-4pm JANUARY-MARCH

MON-FRI 7am-5:00pm SAT 8am-1pm

SEPTEMBER / OCToBER 2013

US Regs could create Million-Driver Gap

by 2016

If all implemented, a wave of regulations in the U.S. could the trucking industry in need of a million drivers by 2016, declared Noel Perry, senior consultant with FTR Associates. According to a report by Truck News, during the industry forecaster’s State of Freight webinar this week, Perry and FTR director Jonathan Starks focused on the impact of the new hoursof-service rules, which went into effect July 1. “The world is still spinning, that of course is the good news,” Jonathan Starks, director of transportation analysis, said when kicking off the discussion about the new limitation on driving hours and additional rest breaks the rules ushered in. “But that doesn’t mean things haven’t changed.” As Truck News reports: He said weakening freight growth may have limited the rules’ impact and the effect of the mandatory, half-hour break on productivity is debatable. Perry said while the new rule reduces the maximum daily working time by 6%, or half an hour, “We think the effect will be very small. Very few people have a bladder big enough to drive 11 consecutive hours; they usually stop more than once,” “The only difference is instead of stopping for a 15-minute break to go to the bathroom and get an ice cream cone, they’ll have to stop for the full halfhour. In an 11-hour period, I think they would stop to eat anyway, so this was a relatively small change.” The bigger hit, he contended, is in the form of the new 34hour reset rules. He said they have the potential reduce industry productivity by up to 15% if all drivers were currently maxing out their weekly driving time, which isn’t the case. Those facing the greatest loss of income will be fleets and drivers involved in longhaul transport where drivers are on the road for long periods. “Can they hire enough people or are we going to have a shortage?” Unlike in previous economic upturns, Perry said US trucking fleets have been more reticent to add capacity. Fleets are buying about half the discretionary power units they were in 2004, he noted. This would suggest there could be some serious upward pressure on rates in the not-too-distant future. Perry said the remainder of 2013 could bring pressure on capacity comparable to 2004, when rates spiked and remained high for more than a full year before abating. “Once prices get that momentum, they tend to stay increased for a while even after the pressure goes away,” Perry said. “If we have a major pricing event at the end of 2013 or in 2014, I expect it to last for two years.” The experts at FTR Associates had some tips for both truckers and shippers on how to deal with the coming labour crunch. For carriers, “This is the time to ramp up your recruiting efforts,” said Perry. “And you want to be particularly solicitous of your drivers. 26

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SEPTEMBER / OCToBER 2013

US Regs could create million-driver Gap by 2016

If you’re thinking about an increase in pay, this is probably the time. If you are thinking about the way you handle your drivers…this is the time to be particularly solicitous about time at home and other things that make for a happy workforce.” As for shippers, Perry said they should prepare for the possibility of higher rates and be working to drive waste out of the system. “The first thing is, you’ve got to make sure you have the budget flexibility in case rates do go up. You would hate to be losing shipments because you don’t have the right budget authorized. Two, be flexible about how you manage your docks to get truckers in and out quickly. This is not the time to send them away and ask them to come back in another four hours because they missed their appointment. They won’t accept loads to shippers that hold them at the docks,” Perry warned. “This is a great time to be thinking about cooperative programs with your core carriers to match, beforehand, the availability of equipment and loads.” As for any hope the industry had that the new rules would be overturned by the courts, Perry said it’s looking like a pipe dream. “In my opinion, if the court had intended to intervene in the case of hours-of-service, they most certainly would have done it before the rule was changed,” he said. “That is underscored by the fact that during oral arguments of that case, the judges were uniformly negative to the people who were (challenging the new rules).” Still, while all the attention lately has focused on the costs of the new HoS rules, Perry reminded FTR subscribers that there are many more changes to come, which could collectively prove to be a much heavier anchor on productivity. “Hours-of-service is a big change, but it’s only one of many,” he said. “We have to focus on what is happening in the marketplace immediately, but we can’t lose track of the fact that there’s a lot more to come from other regulatory changes.” He provided a list of more than 20 regulations that are at some point in the process of being introduced, and almost all would hamper the industry’s productivity (increased sizes and weights being the only exception).

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Bwr Fox vwlIAW kMpnIAW nUM Xogqw pRwpq kirMdy lBx ivc muSkl tI sI pI ibzns hwlwq srvy dI dUjI iqhweI dI irport ‘c ikhw igAw hY ik Bwr Fox vwilAW dy ivcoN 65% nUM Xogqw pRwpq kwrIgr kwimAW nUM lBx ivc muSikl AweI jdoN ik aunHW ivcoN 30% ny ieh mihsUs kIqw ik aunHW nUM kMm-clwaU stwP, PLIt mYnyjr Aqy hor ieho jhIAW AswmIAW Brn ivc smìsAwvW dw twkrw krnw pYNdw hY[ tI sI pI pwrtnr stIvn duqro dw kihxw hY ik tr`k kMpnIAW dy mwlkW leI tr`kW leI stwP l`Bxw iek vMgwr bx geI hY[ frweIvrW, kwrIgrW qy PlIt mYnyjrW dI Gwt aunHW vloN kMm ivc vwDw krn bwry aunHW dy iPkr vD rhy hn[ v`fIAW Bwr Fox vwlIAW kMpnIAW iv`coN 75% nUM Xogqw pRwpq kwrIgr l`Bx ivc muSkl Aw rhI hY[ CotIAW kMpnIAW ivcoN 50% nUM vI stwP l`Bx iv`c ieho hI muSkl pyS ho rhI hY[ tI sI pI pwrtnr ircrf mweIks dw kihxw hY ik hr p`Dr ‘qy cMgy vrkr ieMfstrI dI jwn huMdy hn[ ikauNik mhOl iv`c ies mMg ivc vwDw nzr Aw irhw hY ies leI kMmW leI stwP dI BrqI ie`k bhuq hI mh`qvpUrn kwrj bx igAw hY[ duqro dw kihxw hY ik ies vyly kMpnIAW dy Krcy qW vD rhy hn, pr ienHW leI pRwpq hox vwly ryt aus muqwibk vD nhIN rhy[ ies leI ieh hYrwnI dI g`l nhIN ik kMpnIAW vwly nvW swjo smwn KrIdx ivc qy Awpxy kwimAW dI qnKwh vDwaux vyly sMkoc krdy hn[ dUjI iqhweI dy srvy ivc, isrP 50% kMpnIAW ny Awpxy vloN lgwey gey srmwey auqy FùkvIN Awmdn dr dI gl kIqI hY[ tI sI pI srvy dI pihlI iqhweI ivc dìsAw igAw hY ik 40% kMpnIAW ny AwpxI mSInrI nUM cwlU rKx leI Krc ivc vwDy dI g`l kIqI hY[ is`ty vjoN, bhuq swrIAW kMpnIAW zor dy ky mMg kr rhIAW hn ik mzdUrI dr vDwaux qoN pihlW aunHW dy FuAweI dr vI vDx[ v`fIAW kMpnIAW ivcoN 90% ny ieh g`l khI hY ik frweIvrW dIAW qnKwh drW vDwaux qoN pihlW aunHW dy FuAweI dy drW ivc vwDw hoxw cwhIdw hY[ ijvyN ijvyN auswrI Aqy vsqW dy auqpwdn dy kMm vDdy jw rhy hn Xogqw pRwpq frweIvrW nUM BrqI krn qy aunHW nUM kMm ivc lweI r`Kx ivc mukwblw bhuq vD igAw hY[“ ieh g`l mweIks ny khI hY[ AwKr nUM ieh kihxw bxdw hY ik kMm ivc cMgI Awmdn hI frweIvrW nUM cMgI qnKwh dyx leI shweI ho skdI hY

US Bill Would Expand States’ Ability to Regulate Ports New York legislators are proposing a bill that would allow states to regulate port trucking in ways similar to the Port of Los Angeles program that was rejected by the Supreme Court. The bill offered by Sen. Kirsten Gillibrand, D-N.Y., and Rep. Jerrold Nadler, D-N.Y., would let a state or a local authority set up such a program, which, like measures in the Port of Los Angeles’ Clean Truck Program, would require drayage motor carriers with environmentally-approved trucks to sign a concession agreement before transporting cargo at the Port. Portions of Los Angeles’ Clean Truck Program were reversed when the U.S. Supreme Court upheld a challenge by American Trucking Associations. ATA argued the city overstepped its authority by imposing criminal penalties if trucking companies violated the program’s provisions, such as requiring trucking companies to have off-street parking locations when trucks were not in service. Gillibrand and Nadler want states and local governments to have the legal authority to impose additional regulations. SEPTEMBER / OCToBER 2013

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CITA-OTA Shipper-Carrier Forum Round II to Meet Again in November One of my favourite TV shows of alltime is Monty Python’s Flying Circus (yes I do have a sense of humour). There is one sketch that always made me laugh. It was a play on those popular mechanicsscience shows where people get together and show you how simple it is to build things. In this particular sketch you learn how to build steel girder bridges and rid the world of all known disease. It ends with something like, “on next week’s show we’ll be over in Moscow reconciling the Chinese and the Russians.” A similar sort of sketch on Saturday Night Live at the time had Jimmy Carter – after hosting a peace conference with the Arabs and Israelis – taking things up a notch by reconciling Lennon and McCartney. What does any of this have to do with trucking? While the level of friction may not be on the same scale as Sino-Soviet or Arab-Israeli or even Lennon-McCartney proportions, relations between carriers and shippers have often been distant and in some cases a little frosty or adversarial. Some tension in a business relationship can be a good thing; it keeps everyone on their toes. But, tension – or a lack of communication which is often how tension manifests itself – can impede the kind of understanding that is ultimately needed to effectively address issues of mutual concern. And there are lots of those shared between shippers and carriers. I guess I was always interested in the idea of bringing people together to try and solve problems even when the prospects of success might be dim. With that in mind, the Canadian Industrial Transportation Association (CITA) and the Ontario Trucking Association got together late last year to explore the idea of establishing a forum made up of shippers and motor carriers with the goal of

opening a mutually beneficial dialogue on working together to identify opportunities for greater efficiencies in the goods distribution system. The result of that discussion culminated in the first CITA-OTA Shipper-Carrier Forum, held this past May. CITA selected 10

- David Bradley CTA - President/CEO

shippers to participate and OTA selected a like number of carriers. It was the hope of both associations that the event would be a forum for the two key players in the supply chain to have an informal and honest discussion about the opportunities for getting waste out of the transportation system; the positives and negatives of the bid/tender process for attaining long-term efficiency improvements; how changes in the psychology of supply chain management are impacting the relationship; and the challenges posed by a shortage of truck drivers. Going in, no one was quite sure if much would be accomplished. We heard from those who said there would be no point in talking; nothing would change. But we soldiered on believing that, at the very least, no harm could come from communicating. Who knows what it might lead to down the road? If nothing else, at least we tried. What we got was a very open and respectful two-way discussion with each side gaining a better understanding of each other’s realities. The message that

Turbo Masters Move to Bigger Location in Brampton Turbo Masters, a well-known company that has been providing turbo and fuel injection services to the trucking industry for many years, has recently moved to a bigger and better location in Brampton, Ontario. The new location, a 10,000 square feet facility, will now be capable of engine rebuilds, in addition to its established turbo and fuel injection services. The new address of Turbo Masters is 273 Glidden Road, Brampton, Ontario. 30

this sort of dialogue was long overdue was oft-repeated during the course of the almost three-hour meeting. Some good advice was shared by both sides on how best to deal with each other. In fact, this led to at least one tangible outcome – a joint document “advice piece” containing some best practices for managing the shipper-carrier business relationship. For example: On the issue of bids and tenders, “shippers advise carriers to take steps to analyze all the data provided in order to best quote prices and pay closer attention to corporate bid processing policies. In return carriers suggested “bidstenders be put out as long as possible and contracts and payment terms be more fair and balanced.” The two sides also had positive discussions on issues such as the carrier evaluation-verification process, better communication strategies and the treatment of truck drivers at shipping facilities. To see the complete CITA-OTA Best Practices guide visit the OTA or the CITA web sites. As my colleague, Bob Ballantyne, president of CITA said at the time, “This is an important first step in creating the basis for productive dialogue going forward.” I agree. Everyone wants to be the shipper of choice or the carrier of choice, so to get advice from the very people you are trying to win over in that regard is not something to be ignored. We are also excited to announce that at the participants’ insistence the CITAOTA Shipper-Carrier Forum Round II will take place in Toronto on November 13 just prior to the commencement of the OTA annual convention and executive forum. I expect the interest generated so far will lead to similar efforts in other parts of the country – and that is a good thing.

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SEPTEMBER / OCToBER 2013

Carriers Report Difficulty Hiring Qualified Employees In the second quarter TCP Business Expectations Survey, 65% of carriers noted having difficulty finding qualified maintenance technicians while 30% indicated they are having problems filling operations staff and fleet manager level positions. “Fleet owners are telling us that staffing trucks is becoming a challenge,” said Steven Dutro, TCP partner. Shortages of drivers, technicians, and fleet managers are reinforcing carriers’ concerns about adding capacity at this time. Seventy-percent of larger carriers are having trouble finding qualified technicians. Among smaller carriers, 50% are experiencing the same hiring difficulties. “Good employees, at all levels, have always been the lifeblood of the industry,” said TCP partner, Richard Mikes. “Now, as we see growth in demand on the horizon, excellent human resource management is critical.” The cost metrics of carriers are trending up in a period where rates are not still rising fast enough, added Dutro. “ It is no wonder carriers are hesitant to buy new equipment or raise pay to their employees.” In the 2nd quarter survey, only 50% of carriers reported adequate rates of return on their investments. Additionally, the 1st quarter TCP survey revealed that 40% of carriers have seen their engine-related maintenance costs rise. As a result, most carriers are insistent that rate increases precede any wage increases. More than ninety percent of larger carriers reported needing to see rates increase before they can raise driver wages. “As construction and manufacturing jobs expand, the competition to hire and retain qualified drivers has increased,” said Mikes. “Ultimately, better operating margins, that lead to higher driver competition, are essential.”

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FUEL TAX

- Sonia Nanda

What is IFTA? IFTA stands for International Fuel Tax Agreement. It is an agreement between 48 states in the United States of America and 10 provinces in Canada. It makes it easier for an Inter-jurisdictional carrier to register, licence, report and remit their taxes for motor fuels. Do you need to register for an IFTA Account? If you have a commercial vehicle which has three or more axles or weighs more than 11,797 kgs/26,000 lbs and you travel out of the province/state you reside in then you need to register for an IFTA Account. Are there any fees for registering or maintaining an IFTA Account? Each jurisdiction has a different amount for registration and decal fees. There are renewal fees that need to be paid annually. What are IFTA decals and where do I put them? IFTA decals are stickers that are issued along with IFTA license. The IFTA decals need to be placed on each side of the exterior of the cab. If you do not display the decals properly or the decal serial numbers do not match the IFTA licence, you may be fined each time your vehicle enters another jurisdiction. Can I get a temporary permit? A carrier can be issued a temporary permit by their base jurisdiction, allowing the carrier to use their vehicle immediately without displaying IFTA decals. Are there any jurisdictions that are not part of the IFTA agreement? Yes, Oregon, New York, New Mexico and Kentucky have their own requirements and require returns to be filed in addition to the IFTA returns. How often do I have to file Fuel Tax? Once registered, you need to file IFTA Quarterly Tax returns and remit the taxes owing by the filing dates: Quarter Reporting Period Due Date 1st Quarter January, February, March April 30th 2nd Quarter April, May, June July 31st 3rd Quarter July, August, September October 31st 4th Quarter October, November, December January 31st What if I file my IFTA Tax return late? If your return is submitted late and there is an amount owing, you may be charged interest on the overdue tax, and/or issued a warning letter or be assessed a penalty equal to 10% of the net tax due. How long do you need to save your records? IFTA requires you to retain the records for four years from the return due date or filing date, whichever is later. Where can I get more information and assistance with applying or filing for IFTA? Call us at our toll free number at 1-800-965-9839. SEPTEMBER / OCToBER 2013

SEPTEMBER / OCToBER 2013

Google’s Data-Trove

Dance

Internal Debates Arise Over Using Collected Information and Protecting Privacy Chief Executive and co-founder Larry Page asked executives to develop a new, simplified privacy tool that would act as a kind of sliding scale, allowing users to designate whether they wanted minimal, medium or maximum collection of information about them in all of Google’s services, and how much the information would be shielded from being viewed by other users. After much wrangling and many attempts to build the “slider” tool, whose three main settings were nicknamed “kitten,” “cat” and “tiger,” the idea was abandoned last year, according to people familiar with the matter. Because Google has so many Web services that operate differently, executives found it impossible to reduce privacy controls to so few categories, these people said. Also, allowing people to select the maximum-protection setting, known as the “tin-foil-hat option,” went against Google’s newer efforts to get more people to share in Technology companies say they care about user privacy and seek to shield their users from unwarranted government intrusion, but they are collecting and sifting increasing volumes of user data from which they profit. For most consumers, providing personal information for Web services is a worthwhile trade. Others object to having their online lives tracked and analyzed. The breadth of Google’s information gathering about Internet users rivals that of any single entity, government or corporate. The Web search and advertising giant continues to expand its collection and analysis of data, turning its mission to index the world, its people and their interests into a roughly $50 billion-a-year advertising business. Google executives also remain closed about much of its internal data-handling practices, fearing that discussing privacy-related topics might hurt the company with consumers, according to people who have worked on privacy issues at the firm. But there are signs Google is feeling increased pressure to calibrate how much emphasis it puts on user privacy. Scarred by a small number of past user-privacy missteps that generated global controversy, and under increased regulatory scrutiny in the U.S. and Europe, executives are engaged in wide-ranging internal debates and in some cases slowing product launches to address privacy concerns, according to people familiar with the matter. Eric Grosse, Google’s vice president of security and privacy engineering, said in an interview that the company cares deeply about protecting people’s personal information and tries to be “as forthcoming as we can” about how all the intricate mech34

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T:7.5”

myrw ieMjn mYnUM smyN isr mMizl qy phuMcwauNdw hY, iesy leI mYN mOibl fYlivk vrqdw hW[

My engine gets me there on time. That’s why I use Mobil Delvac.

T:10”

myrw nwm tOm ikauNtn hY Aqy TMfy mOsm dI frwieivMg nUM horW nwloN Swied ijAwdw jwxdw hW, mYN ipCly 34 swlW qoN knyfw dy s^q TMf dy mOsm iv`c tr`k clw irhw hW, jd qwpmwn -40 ifgrI q`k hyTW clw jWdw hY[ mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel dI shwieqw nwl, mYnUM kdy vI Awpxw ieMjn stwrt krn iv`c muSikl nhIN AweI BwvyN ijMnI mrzI TMf hovy[ AglI vwr jdoN qusIN vI qyl bdlI krvwE, mOibl fYlivk, hYvI ifaUtI fIzl ieMjn Awiel hI vrqo[ My name is Tom Quinton and not many guys know cold weather driving like I do. I’ve been driving 34 years in severe weather conditions in Canada, where temperatures reach -40 degrees C. With the help of Mobil Delvac™ heavy-duty diesel engine oils, I’ve never had any trouble starting my trucks, no matter how cold it has been. Next time you change your oil, switch to Mobil Delvac heavy-duty diesel engine oil.

SEPTEMBER / OCToBER 2013

Google’s Data-Trove Dance

anisms on the Web work. Thousands of Data ‘Events’ Every hour, an active Google user can generate hundreds or thousands of data “events” that Google stores in its computers, said people familiar with its data-gathering process. These include when people use Google’s array of Web and mobile-device services, which have long collected information about what individuals are privately searching for on the Web. It includes the videos they watch on YouTube, which gets more than one billion visitors a month; phone calls they’ve made using Google Voice and through nearly one billion Googlepowered Android smartphones; and messages they send via Android phones or through Gmail, which has more than 425 million users.

If a user signs in to his or her Google account to use Gmail and other services, the information collected grows and is connected to the name associated with the account. Google can log information about the addresses of websites that person visits after doing Google searches. Even if the person visits sites without first searching for them on Google, the company can collect many of the website addresses people using Google’s Chrome Web browser or if they visit one of millions of sites that have pieces of Google code, such as its “+1” button, installed. Android-based phones and Google Maps can collect information about people’s location over time. Google also has credit-card information for more than 200 million Android-device owners who have purchased mobile apps, digital books or music, said a person with direct knowledge of the matter. Google doesn’t have as much information tied to individual people by name as does Facebook Inc., FB -2.20% according to some former Google employees. (Facebook says it has more than 1.15 billion monthly active users, though the social network performs fewer functions and thus captures fewer data types than Google.) But Google, by pushing website visitors to use services such as its Google+ social-networking service, has been working to catch up on that front. The company is continuing to try to learn more about individual users so that it can provide personalized services such as Google Now, which tries to provide information to people before they even search for it, such as alerting them to traffic updates before their scheduled meetings Going forward, Google could obtain new types of data through wearable devices such as Google Glass that can capture information around the wearer, and through its efforts at owning the pipes and airwaves that directly connect people to the Internet in cities in the U.S., South Africa and elsewhere. Google has a “unique responsibility to have serious safeguards around how it uses data, given the vastness of its scope,” 36

AYsosIeyitf prY`ssuMdr ipSweI, krom AYpl dy sInIAr pRDwn, meI ivc hoeI gUgl AweI kwnPrMs ivc ieh kihMdy hn: gUgl dy surìKAw Aqy prweIvysI qknIk dy aup prDwn AYirk grOs ny iek ieMtrivaU ivc ikhw ik kMpnI lokW dI injI jwxkwrI nUM bcw ky r`Kx bwry bhuq gMBIrqw nwl socdI hY Aqy kMpnI ienHW q`QW bwry swP swP ieqlwh idMdI hY ik vY`b auqy ieh pycIdw XMqr-ivDIAW ikvyN kMm krdIAW hn[ fytw iek`Tw krn sMbMDI jwxkwrI r`Kx vwly lok ieh kihMdy hn ik gUgl dw koeI vI cusq gwhk, iek GMty ivc hzwrw l`KW jwxkwrIAW gUgl dy kMipaUtrW ivc Br skdw hY[ jdoN gwhk vY`b Aqy mobwiel ifvweIs syvwvW dI byQwh vrqoN krdy hn qW ieh sB kùJ ienHW jwxkwrIAW ivc Swml ho jWdw hY, ienHW ivc lMbIAW lMbIAW iek`qr hoeIAW auh jwxkwrIAW huMdIAW hn ijnHW nUM lok ivAkqIgq qOr qy vYb ivcoN injI qOr qy src krdy hn[ ienHW ivc auh vIfIE vI huMdy hn jo lok XU itaUb auqy dyKdy hn, XU itaUb qoN lwB auTwaux vwly lokW dI igxqI iek mhIny ivc iek Arb qoN v`D hY[ienHW ivc auh Pon kwlW vI huMdIAW hn ijhVIAW lokW ny gUgl vwies dI vrqoN krky Aqy qkrIbn iek Arb gUgl AwDwrq AYNfrOief smwrtPonW rwhIN huMdIAW hn[ ies ivc 42.5 kroV gwhkW vloN AYNfrOief Ponj Aqy jI myl rwhIN Byjy sunyhy vI Swml hn[ jykr koeI gwhk gUgl AkwaUNt dI jW hor syvwvW dI vrqoN krdw hY qW ieh ies qrHW iek`qr hoeI jwxkwrI vDdI rihMdI hY qy ieh jwxkwrI ausdy AkwaUNt nwl juV jWdI hY[ iesy qrHW jykr koeI bMdw gUgl ivc src krky vYbsweIts dy AYfrYs vrqdw hY qW ieh sB kuJ gUgl ivc drj ho jWdw hY[ jykr koeI bMdw kuJ sweIts nUM gUgl ‘qy src krn qoN vgYr hI vrqdw hY, qW vI auh lok ijhVy gUgl dy krom vY`b brwaUzr dI, jW auh lok ijhVy l`KW hor sweIts dI vrqoN krdy hn pr aunHW auqy gUgl kof dy “+1” btn l`gy huMdy hn, qW vI ieh sB kuJ gUgl kMpnI ivc juV jWdw hY[ AYNfrOief AwDwrq Pon Aqy gUgl smyN smyN isr nkSy, lokW dI Bugoilk siQqI bwry jwxkwrI hwsl krdy rihMdy hn[iek bMdw jo ienHW kMmW bwry kwPI jwxkwrI rKdw hY, d`sdw hY ik gUgl kol 20 kroV AYNfrOief ifvweIs gwhk hn ijnHW kol krYift kwrf jwxkwrI vI huMdI hY qy ienHW lokW ny hor mobwiel syvwvW ifijtl ikqwbW qy sMgIq vgYrw jyhIAW syvwvW r`KIAW huMdIAW hn[ gUgl kol lokW bwry ieMnI ivAkqIgq jwxkwrI nhIN huMdI ijMnI ky Pys buk ieMk AYP bI iv`c huMdI hY[ gUgl kMpnI iv`c rih cùky Ahudydwr d`sdy hn ik ieh jwxkwrI Pys buk mukwbly isrP 2.20% brwbr hY[ (Pys buk dw kihxw hY ik ies dy kol mhInwvwr 1.15 Arb gwhk AwauNdy hn, BwvyN ieh gUgl nwloN G`t kMm krdw hY qy gUgl nwloN G`t fytw iek`Tw krdw hY[ pr hux gUgl gUgl + SoSl nYtvrk srivs prdwn krn l`g ipAw hY ijs nwl auh ies Kyqr ivc kmI nUM pUrI krn dI koSS krygw[ gUgl kMpnI hux ivAkqIgq gwhkW bwry jwxkwrI iek`qr kr rhI hY qW ik ‘gUgl naU’ vrgIAW ivAkqIgq srivisz prdwn kr sky[ ieh srivs lokW nUM auh syvw dyvygI jo aunHW nUM src kIqy vgYr imlygI[ audwhrx vjoN aunHW dIAW inXukq hoeIAW mIitMgW iv`c Bwg lYx leI jwx vwsqy auhnW dy rwh ivc Awaux vwlIAW trYiPk muSklW nUM d`sxw[ hor A`gy vDdy hoey gUgl kMpnI, gUgl glws vrgIAW nvIAW syvwvW rwhIN nvIN iksm dw fytw nvyN aupkrx vrqx vwilAW bwry iek`Tw krygI[ ieh nvW XMqr, gwhk bwry auh fytw iek`Tw krygw jo hvweI qrMgW (vyvz) rwhIN AmrIkw, swaUQ APrIkw qy hor dySW nUM ieMtrnY`t rwhIN joVdw hY[ ‘prweIvysI Porm dw BivK’ nW dI muPq syvw pRdwn krn vwlI auc p`Dr dI sMsQw hY[ ausdy cyArmYn ijaUlz polonYtskI dw kihxw hY ik gUgl kMpnI dw fytw Kyqr eynw ivSwl hox kwrx ies kMpnI dI bhuq hI gMBIr qrIikAW nwl ies fytw nUM surìKAq r`Kx dI AnoKI izMmyvwrI bxdI hY[ gUgl kMpnI dI 2200 SbdW iv`c ilKI prweIvysI pwilsI, fytw SEPTEMBER / OCToBER 2013

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Google’s Data-Trove Dance

said Jules Polonetsky, chairman of the Future of Privacy Forum, a nonprofit think tank sponsored by Google and many other technology companies. In 2,200 words, Google’s privacy policy puts few restrictions on how much it can collect or use. More than most peers, Google has been willing to show users some of the information it has collected about them, a feature they can access through their Google accounts or privacy settings. (Very few consumers actually use the tools, according to people familiar with their usage.) Google also makes available to people a list of information that is used to target ads to them, based on the websites Google knows they have visited and information they have provided to Google services. People have the option of blocking Google from targeting ads to them based on the data. More Privacy Fights But more-rigid privacy reviews and launch delays are more common now, say people familiar with the matter. Creating Google Now, a service for mobile devices that was developed starting in 2011 and launched in 2012, was an ordeal, said a person familiar with the process. The Google Now team had to obtain extensive permissions for clearance to siphon out data from different product groups, such as Gmail and Google Search, this person said. Legal reviews of the product delayed development by weeks, this person said. The product team had to make sure that if a person deleted an email from Gmail, for instance, Google Now would also delete that piece of information, another person said. Google’s engineering privacy group and company lawyers sometimes hold off a launch until such changes have been made, said other people familiar with the process. “The product is not...God anymore,” one of these people said. Some products holdups occur to make sure that information collected about users when they are signed in to their Google accounts cannot be combined with information collected about the same users when they aren’t signed in, according to another person familiar with the process. The company has long believed in keeping such buckets of data separate from one another, though since 2011 it has increasingly combined information about people’s use of Google services while they are signed in. When a person isn’t signed in and uses Google’s Web-search engine, for instance, the search information is collected and tied to his or her IP address—a string of numbers associated with his or her computer—and a “cookie” data file stored on his or her Web browser. The company says it anonymizes that information after nine months, stripping off some of the IP numerals. Privacy watchdogs in some European countries have issued rulings that Google must roll back part of its 2012 privacy-policy changes that made it easier for the company to mix pieces of data about a person that were collected by various services, or that Google must provide users with details about how long it keeps each type of data about them. Some of the agencies say Google needs to give users the ability to agree to the 2012 changes or keep their information separate as it had been before. Google has said its changes respect European law and that it is engaged in talks with authorities. Courtesy: AMIR EFRATI - The Wall Street Journal

iek`Tw krn qy ies dI vrqoN bwry nwmwqr pwbMdIAW dw izkr krdI hY[ Awpxy vrgIAW hor kMpnIAW dy mukwbly iv`c gUgl kMpnI Awpxy vloN iek`TI kIqI jwxkwrI nUM idKwaux iv`c rzwmMd rhI hY[ jo gwhk vI ies jwxkwrI nUM Awpxy AkwaUNt rwhIN jW Awpxy prweIvysI swDnW rwhIN vrqxw cwhux ies jwxkwrI nUM vrq skdy hn[ (jo lok vI ieh swDn dI vrqoN krnw jwxdy hn kihMdy hn, ik auh ienHW swDnW dI bhuq G`t vrqoN krdy hn[) gUgl kMpnI lokW nUM jwxkwrI dyx dI pySkwrI vI krdI hY ijhVI ik ies kMpnI nUM Awpxy vl ieSiqhwr pRwpq krn dy kMm AwauNdI hovy[ vY`bsweIts rwhIN gUgl kMpnIN ieh vI jwx lYNdI hY ik ausdy gwhkW nUM gUgl srivisj nUM ikhVI jwxkwrI id`qI hY[ gwhkW nUM gUgl iv`coN AwauNdy fytw qy AwDwirq ieSiqhwrW nUM bMd krn dw bdl hY[ prweIvysI kwiem r`Kx leI auprwilAW dy mwmly iv`c jwxkwrI r`Kx vwly lok d`sdy hn ik prweIvysI bwry punr ivcwr Aqy nvyN swDnW nUM vrqoN iv`c ilAwaux sMbMDI soc ivcwr krnw Awm ijhI g`l ho geI hY[ ie`k bMdw jo ies prikirAw (Aml) iv`c jwxkwrI r`Kdw hY, d`sdw hY ik ‘gUgl nau’ nW dI iek ifvweIs jo 2011 ivc SurU iqAwr kIqI geI sI, ausnUM 2012 iv`c vrqoN leI KolHx smyN kwPI muSkl AweI sI[ auprokq bMdw ieh vI d`sdw hY ik aupkrx vloN jI myl Aqy gUgl src vgYrw iv`c iv`c fytw iek`Tw krn bwry v`fy p`Dr au~qy iejwjq lYxI peI sI[ ies bMdy ny ieh vI ikhw ik ies profkt dy kwnUMnI p`KW kwrx ies dI bxqr iv`c keI hPqy dI dyrI ho geI sI[ ie`k hor bMdy ny d`isAw ik ies ivDI nUM iqAwr krn vwlI tIm nUMN ieh XkInI bxwauxw peygw ik audwhrx vjoN, jy iksy bMdy ny jI myl au~qoN eI myl aufw idMdw hY qW gUgl naU nUM vI Awpxy iv`c jwxkwrI dw tukVw fIlIt kr dyvygw[ gUgl dw prweIvysI gr``up dy kirMdy Aqy kMpnI dy vkIl iksy vI ivDI nUM vrqoN leI cwlU krn iv`c audoN q`k rok lw idMdy hn jdoN q`k ies iv`c loVINdIAW qbdIlIAW nhIN kr id`qIAW jWdIAW[ ienHW iv`c iek bMdy ny ie`QoN q`k vI kih id`qw nvIN bxI ivDI swfy leI hux swfy r`b vrgw drjw nhIN r`KdI[ 8a. kuJ nvIAW ivDIAW nUM vrqoN leI KolHx smyN ies krky vI rok id`qw jWdw hY ik auh jwxkwrI ijhVI gUgl AkwaUNt dy vrqx smyN pYdw hUMdI hY auh aunHW gwhkW dy AkwaUNt iv`c jmHW nw hovy ijhVy aus vyly Awpxy AkwaUNt nhIN vrq rhy huMdy[ ieh kQn iksy hor ivAkqI dw hY jo ik ies pRikirAw nwl sMbMDq hY[ kMpnI kwPI dyr qoN fytw BMfwrW nUM ie`k dUjy qoN v`KirAW r`KdI rhI hY[ pr 2011 qoN kMpnI AwpxIAW srivisj iv`c Bwg lYx vwly gwhkW dI kMipaUtr dI Dwrw iv`c phuMcx qoN bwAd pRwpq hoeI jwxkwrI nUM ie`k dUjI iv`c imlwauNdI rhI hY[ audwhrx vjoN, jdoN koeI bMdw Awpxy AkwaUNt iv`c phuMc nhIN krdw qy isrP gUgl dy vYb src ieMjn dI hI vrqoN krdw hY qW qlwS kIqI geI jwxkwrI aus bMdy dy jW ausdy AweI pI dI AYfrYs au~qy icpkw id`qI jWdI hY AweI pI AYfrY`s nMbrW dI auh lVI huMdI hY ijsdw sMbMD aus bMdy dy kMipaUtr nwl huMdw hY iesdy nwl hI iek “ku`kI’ nwmI fytw PweIl vI huNMdI hY jo gwhk dy brwaUzr nwl juVI huMdI hY[ kMpnI kihMdI hY ik auh gwhk dI jwxkwrI nwloN gwhk dy nW nUM 9 mhIny bwAd imtw idMdI hY[ ieh kMm kuJ AweI pI nMbrW nUM imtw dyx nwl kIqw jWdw hY[ kuJ XUrpI dySW iv`c prweIvysI r`Kx vwilAW ny, kuJ AYsy kwnUMn jwrI kIqy hn ijnHW muqwbk gUgl kMpnI nUM 2012 vwlI aus prweIvysI pwilsI dIAW qbdIlIAW nUM vwps lYxw peygw ijnHW ny srivisz vloN iksy bMdy bwry iek`qr kIqI jwxkwrI nUM Awps iv`c imlw dyxw sOKw kr id`qw sI ieh kwnUMn ieh mMg vI krdy hn ik gUgl Awpxy gwhkW nUM ivsQwr pUrvk jwxkwrI dyvy ik kMpnI gwhkW bwry jwxkwrI nUM ikMnI ku dyr q`k Awpxy pws r`KygI kuJ ie`k sMsQwvW ieh kihMdIAW hn ik gUgl nUM cwhIdw hY ik auh Awpxy gwhkW nUM 2012 swl vwlIAW qbdIlIAW nwl sihmq hox dw mOkw dyx jW aunHW bwry jwxkwrI nUM pihlW vWg v`KirAW r`Kx[ gUgl kMpnI kihMdI hY ik ies kMpnI dIAW qbdIlIAW XUrpI inXmW dw siqkwr krdIAW hn qy ies vyly ieh dUjIAW iDrW nwl g`lbwq kr rhIAW hn[ SEPTEMBER / OCToBER 2013

Additional Clarification of HOS Rules The Canadian Trucking Alliance has complied the following report with input from the Federal Motor Carrier Safety Administration (FMCSA) and the American Trucking Associations in regards to last week’s news that a US Court of Appeals upheld the hours of service rules, except for a decision to exempt shorthaul drivers from the requirement to take 30-minute breaks before driving more than eight hours straight. Effective August 2, 2013, the FMCSA will no longer enforce 49 CFR 395.3(a)(3)(ii) against any driver that qualifies for either of the “short haul operations” exceptions outlined in 49 CFR 395.1(e)(1) or (2). FMCSA has requested that State and local enforcement agencies also refrain from enforcing the 30-minute rest break against these drivers. Specifically, the following drivers (including Canadian drivers) would not be subject to the 30-minute break requirement: • All drivers (CDL and non-CDL) that operate within a 100 air-mile radius (185.20 km)*of their normal work reporting location and satisfy all time limitations and recordkeeping requirements of 395.1(e)(1). • Non-CDL drivers that operate within a 150 air-mile radius (277.77 km)* of the location where the driver reports for duty and satisfy all time limitations and recordkeeping requirements of 395.1(e)(2). Carriers should reference the full details of the many conditions of the exemptions in 395.1 e to determine if any of their short-haul cross-border operations would not be subject to the 30-minute break requirement. *Special Note: 100 air-miles are equivalent to 115.08 statute miles (185.20 kms), and 150 air-miles are equivalent to 172.6 statute miles (277.77 kms).

FMCS OK’s Wireless Mobile Devices as E-Scale Transponders Mobile devices such as smart phones and GPS navigators as transponders have been officially approved by the Federal Motor Carrier Safety for electronic inspection and weigh station bypass systems. According to Heavy Duty Trucking magazine, the new policy permitting Commercial Mobile Radio Service devices expands the scope of these systems beyond the traditional Dedicated Short Range Communications systems now used for electronic screening services. In a Federal Register notice, the agency said that use of the CMRS devices will accelerate development of electronic screening by state enforcement officials. Electronic screening systems give enforcement officials instant access to carrier and driver data as the truck passes by a fixed or mobile inspection station. Officials can check the truck and driver’s safety status, and either clear them to go about their business or pull them in for a closer look. The systems also help to reduce congestion and emissions at inspection sites, as well as save fuel, the agency said. Under the policy, communications can be provided by wireless mobile devices such as smartphones, tablets, GPS navigation units and onboard telematics, as well as fleet management systems. However, prohibitions against texting and use of handheld phones remains in place. The Ontario Trucking Association notes this announcement by FMCSA is a positive step in the right direction and could open the door for additional dialogue with MTO on the suitability of this type of technology in Ontario for both scale-by-pass and the accounting and crediting of triage type inspections. The OTA Board of Directors supports the exploration of such technology, provided OTA and MTO agree on its application, scope and benefits to both government and industry. Currently, MTO is without a mechanism to account for or crediting “triage” type inspections -- which make up approximately 97% of interaction MTO has with carriers -- whereby trucks are given a quick once over by officers, approved and sent on their way. The deployment of this type of technology would better demonstrate the out-of-service rates for the Ontario trucking industry is well below 1 per cent, which affirms the industry’s ongoing commitment to operating safely. SEPTEMBER / OCToBER 2013

Are You Choosing The Right Route For Your Truck?

kI qusIN Awpxy tr`k leI TIk rUt cux rhy ho? There are two approaches a business owner can take to increase their business revenue. The first approach is to increase its market share by targeting new customers or by offering additional services to its current customer base. When the business is new, this is a very appropriate approach a business can take. But, once the business reaches a specific level, it becomes more difficult to keep adding new services or increasing the customer base. At that stage, there is a second approach which becomes more feasible for a business owner to adopt. That approach is to make the business more efficient to operate. In other words, efficiency means reducing the cost of operations. In the trucking business, there are a number of ways to reduce the cost of operations. The focus of this article is to reduce the cost by using Route Optimization techniques. The goals of Route Optimization are threefold: • Minimize empty miles • Optimize paid miles, fuel usage and hours of service • Plan ahead for next trip Empty or unpaid miles are the bane of any trucking company. Every minute that a truck spends on the road without carrying a paid load means lost money for the business. Losses are both immediate such as driver’s pay and fuel, and long term, as in excess wear and tear on the truck and trailer. With a detailed map of a truck’s current route available, it becomes easier to locate potential loads on or near the path being followed. A poorly planned trip can easily result in delays that will cost the business owner in increased driver time, fuel expenses and potential penalties from their clients. A driver who is given detailed instructions on what roads to take and areas to avoid will spend more time driving to his destination and less time trying to find it. Modern mapping software has aids beyond just truck routes. Locations of truck stops and tracking of nationwide fuel prices make it possible to schedule refueling stops where the lowest price is available. Traffic reports covering most major roads enable a truck to find alternate routes before becoming stuck in traffic jams. The ideal route is a continuous sequence beginning and ending near the company yard where every delivery is immediately followed by a pickup in the same or a nearby location. This is the goal every dispatcher should work towards when they are taking orders for their trucks. A driver should always have his next load lined up before arriving at his current destination. “Miles” are a great yardstick for any trucking company to measure its business growth. The more miles a truck travels the more money the company makes. On the other hand, more mileage also means more expenses. Especially with skyrocketing fuel prices, every out-of-route or empty (non-billable) mile 40

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Are you posing the right route for your truck?

a truck travels increases the operating expenses for the business. So, here is the place where technology like mileage optimization software comes into the picture. Mileage software began 20 years ago as an extension of printed standard mileage guides accepted by shippers and carriers for negotiating rates. By automating calculations, the electronic guides offered a major convenience for those that could afford to make the switch. Over the years, however, computing power available for PCbased systems and better methods for obtaining mapping information in digital formats has greatly expanded the use of mileage and routing to a wide variety of basic fleet management functions. There are two main software vendors who provide route software solutions. One is the Princeton, NJ based private company ALK Technologies (www.alk.com). The other is the Bridge City, Texas based ProMiles (www.promiles.com). Alk is known for their PC*Miler Software. PC*MILER is the transportation and logistics industry’s leading routing, mileage and mapping software solution. A route can be planned by using practical or shortest routing parameters. It can further classify the route with toll discouraged, national network, 53’/102’ trailer or hazardous materials routing. Its planning restrictions include everything from bridge heights and clearances, load limits, one-way road designations, left-hand and dangerous turn restrictions, urban road classifications, truck-restricted and truck-prohibited roads. Other benefits include truck-specific, turn-by-turn streetlevel directions, mileage and maps for dispatch, rate determination and quotes, trip cost and time estimates, dispatch, driver pay, fuel tax reporting, driver log auditing, load planning, carrier selection, freight bill auditing and logistics analysis. Promiles offers a commercial vehicle / truck routing and mileage software for professional drivers and fleets. It includes address to address routing, custom vehicle configurations, basic fuel purchase optimization, and has many add-on options and programs available. The other benefits include state mileage summary, full color interactive maps, driver itinerary, shipment analysis, trip quotes, expanded rating capabilities and many reporting options like IFTA reports and IRP renewals. In Summary, route optimization can generate the most efficient commercial route, complete with detailed driving instructions, accounting for bridge heights, low underpass and commercial vehicle restrictions, seasonal road closures, toll road avoidance and actual posted speed limits. It is a worthy investment for a trucking company to run its operations more efficiently. rUitMg, mweIlyj Aqy mYipMg swPtvyAr silaUSnj leI lIifMg kMpnI hY[prYktIkl jW Coty qoN Coty rUt pYrwmItrz qy ADwrq rUt cuixAw jw skdw hY[ieh G`t tOl vwly, nYSnl nY`tvrk, 53’/102’ trylr jW Kqry vwly lofz Awid dy rUts bwry dsdw hY[ies iv`c bir`j hweIts, lof ilimts, vn-vyrofz, K`by Aqy Kqrnwk moV bMdSW, SihrI Kyqr dIAW sVkW, ifspYc leI mweIlyz Aqy mYps, tir`p dI lwgq, tir`p dw smW, frweIvr dw imhnqwnw, iPaUl tYks, frweIvr lwg AwifitMg, lof plYinMg, kYrIAr dI cox Awid bwry s`B jwxkwrI pRwpq hY[ promweIlj, kMpnI proPYSnl frweIvrW Aqy PlIts leI kmrSIAl vhIkl/tr`k rUitMg Aqy mweIlyj swPtvyAr aupl`bD krwauNdw hY[ies iv`c pqy dy ADwr qy rUt, kstm vhIkl dy rUp, byisk iPaUl dI KrId iv`c suDwr Aqy hor bhuq swrIAw AwpSnz Aqy progrYmz dw vrxn hY[styt mweIlyj smrI, Pu`l klr ieMtr AYkitv mYps, frweIvr dI mwrg sUcI, iSpmYt dw ivSlySx, tir`p dI lwgq, AweI.AYP.tI.ey leI rIporitMg, AwpSnz Aqy AweI Awr.pI rIinaUlz Awid keI prkwr dy lwB ies iv`c hn[ sMKyp iv`c kih skdy hW ik rUt dy TIk aupXog nwl AsIN Ajyhw AYPISYNt kmrSIAl rUt lB skdy hW ijs iv`c frweIvrW leI ivsQwr nwl jwxkwrI hovy[iksy vI trikMg kMpnI leI Awpxy DMdy nUM sucwrU FMg nwl clwauxw hmySW lwhyvMd huMdw hY[ SEPTEMBER / OCToBER 2013

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Are Small Carriers Discriminated Against? A recent review of the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance Safety Accountability (CSA) program suggests that small carriers may see more than their share of rankings in the Behavioral Analysis and Safety Improvement Categories (BASIC) of CSA. In comparing the numbers between large carriers and small carriers, it is also important to keep in mind that most small carriers do not have a public score. In fact, less than half of the 470,000 carriers with U.S. Department of Transportation operating authority have a

public score or any data at all. The interesting thing to note though is that the few number of small carriers who acquire a public BASIC score tend to have higher (which is negative) scores than those of the larger carriers. Generally, fleets with 20-15 trucks are less that receives one or two negative inspections will end up with very high BASIC scores. This can be a challenge for small fleets and those looking at the scores. Carriers with very few inspections can and do receive abnormally high BASIC scores,

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even if just one inspection is negative. This is, in part, due to percentages and no clear distinction between the sizes of a fleet. A fleet of five trucks might receive a negative inspection on one truck or receive a number of inspections on its fleet, resulting in a high BASIC score and being on the cusp of intervention by FMCSA. But, after time the inspections drop off the list due to time, or due to fewer inspections of the trucks there may be insufficient data to warrant being on the list. When it comes to Hours of Service (HOS) issues, a very common way for small fleets to receive high BASIC scores, the solution to addressing those can be quite expensive. Electronic On Board Recorders (EOBR’s) are an investment that will help eliminate minor “form and manner” violations. Once a carrier, of any size, has high BASIC scores the only way to improve those scores is to earn better inspections and to wait. The weight value of inspections and violations in scoring falls after six months and again after 12 months. They drop out of the SMS after two years. Not all small fleets can afford the costly decision to implement and EOBR system though. It is an effective solution as some inspectors see EOBR equipped trucks as not worth the time of an inspection. A fleet of 5 trucks though can result in an investment of just under $10,000 for an EOBR system. However, if the BASIC scores are high, and are primarily the result of HOS compliance issues, it’s a cost small fleets may consider. Additional analysis of the FMCSA’s CSA program suggests that independent owner operators may also realize a higher percentage of challenges. Data suggests that an independent owner operator is up to 4 times more likely to be inspected as compared to a truck running under the authority of a fleet with more than 500 trucks. And, given the same comparison, independent owner operators are 3-4 times more likely to be placed out of service. Because small fleets or independent owner operators are less likely to be inspected, any inspection with any issue will result in a poor BASIC score. This presents business challenges as the FMCSA encourages brokers and shippers to use carriers who have been inspected. An independent may not receive an inspection at all, and therefore may not even have a score to share. But again, an inspection will of a fleet with 1-5 trucks will likely result in a high BASIC score, making it SEPTEMBER / OCToBER 2013

irsk Aqy irvwrf: Coty kYrIArz pRqI CSA dw fwtw ikvyNy ivqkry BirAw hY? FMCSA dy kMpwlwieMs syPtI AkwauitiblytI poRgrwm dy pihly do swl dy fwtw dy ivSlySx qoN pqw cldw hY ik 20% kYrIArz dI bIhyvIAr AnYlyisz qy SyPtI ieMprUvmYNt rYNikMg s`q kYtygrIz iv`co G`to G`t ie`k ivc qW hY, ijs kwrx SyPtI myXrmYNt isstm (SMS) sI AYs ey dw AMg bx jWdw hY[ieh inScy hI CCJ duAwrw inrDwrq 12% nwloN vrxnXog suDwr hY[ ikauNik auhnW dw pRdrSn vDyry hY, ies leI ieko tr`k vwilAW nwloN v`fy kYrIArz dw skor BASIC qy AwDwrq sImW nwloN do qoN qIh guxW q`k Aosqn vDyry cMgw hY[ ieMspYkSnz dw Coty kYrIArz qy Asr: swry Coty kYrIArz leI CSA dw AOsq skor AYbnwrmlI G`t hY ikauNik ienHwN ivcoN bhu`iqAW dw pbilk skor hI nhIN huMdw[XU. AYs.fIpwrtmYNt AwP tRWsportySn AQwrtI dy lgBg 4,70,000 kYrIArz ivcoN A`iDAW kol AYs AYm AYs fwtw nhIN hY[lgBg coQw ih`sw kYrIArz dIAW bhu`q G`t ieMspYkSnW hn pr iksy BASIC iv`c AYs AYm AYs rNYikMg jW skor

nhIN hY[jdoN ieh ryitMg vwsqy kwPI ieMspYkSnW krw lYdy hn qW iehnW nMU AOsqn nYgyitv skor hI imldy hn[ audwhrx vwsqy quhwnUM 15 qoN G`t tr`kW vwly Ajyhy kYrIArz l`Bx iv`c muSkl nhIN AwvygI ijhnW dy sI AYs ey skoirMg dw Awgwz ie`ko ieMspYkSn Aqy ie`k jW do vwieElySnz kwrn hI 99.9 vrgI au`cI dr qy hoieAw hovygw[FMCSA dy bulwry dw kihxw hY ik jy iksy BASIC iv`c isstm Anuswr 5 ieMpYkSnW qoN G`t jW 3 ieMspYkSnW qoN G`t ivc BwvyN ie`k vwieElySn hY qW iesdw mqlb ieh nhIN hY ik auh swfy leI kwPI nygyitv ienPrmySn pYdw nhIN kr irhw qy ijs nwl ausnUM au`cy skor nw id`qy jw skdy hox[ FMCSA dw kihxw hY ik AYs AYm AYs rIzlts nUM Prolo Aqy vyKo ik vwieElySnz nwl ikMnIAW ieMpYkSnW hn Aqy ikhVIAW ikhVIAW vwieElySnz hn qW ik auyh dubwrw nw hox[“PweIv tr`k’ dy mwlk Qwms blyk ny ieh pRXog krky vyiKAw hY[AYc E AYs dI pwlxw dy BASIC iv`c ausny ie`k swl qoN v`D smW Kqry dI

sImw qoN au`pr gujwirAw hY[hux ausdy myn AYs AYm AYs pRoPweIl au`qy ausdw PlIt koeI skor nhIN idKw irhw[ auh ies siQqI qy ikvyN pu`jw? ausny vI auho kuJ kIqw jo v`fy kYrIArz iv`coN bhuqy krdy hnAwn borf irkwrfrz iv`c Dn lgwieAw[blyk ijs kol aus vyly kyvl 6 trk sn ny EOBR isstm vwsqy 9 hzwr fwlr Krcy[ies nwl CotIAW CotIAW Aqy suBwvk vwieElySnz Kqm ho geIAW[swP suQrIAW ieMspYkSnW nUM C`f ky skor suDwrn dw ieko ie`k qrIkw hY - aufIk kro[ieMspYkSnW Aqy vwieElySnz dy skor Cy mhIny ipCoN G`t, bwrW mhIny ipCoN hor G`t Aqy do swl ipCoN AYs AYm AYs iv`coN Alop ho jwxgy[ EOBR lgwaux dw PYslw SurU SurU iv`c qW blyk leI Krcy vwlw sI pr AMq iv`c ieh lwBkwrI swbq hoieAw[ieh isstm ieMspYktrW nUM pRsMnqw idMdw hY Aqy bhuqy qW ies isstm vwly tr`k dI ieMspYkSn krn dI vI loV nhIN smJdy[smW bIqidAW blyk dw AYc E AYs dw BASIC skor Alop hI ho igAw[

difficult to compete with large carriers. To be fair though, those large carriers have a much higher exposer and are up to

30 times more likely than single-truck owners to have scores above intervention on BASIC. On the other side, however, there

is a much greater chance of earning good inspections and improving the BASIC score for large carriers.

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Central Ontario 1-888-690-0010

Eastern Ontario 1-888-657-3329

tr`ikMg ieMSorYNs SEPTEMBER / OCToBER 2013

HOS

Rules Stand

The Federal Motor Carrier Safety Administration’s (FMCSA) Hours of Service (HOS) rules successfully withstood a federal court review. The U.S. Court of Appeals for the District of Columbia Circuit upheld most of the HOS regulations, with the exception of a 30-minute break for short-haul carriers. Arguments made by the American Trucking Association (ATA) and one by advocacy group Public Citizen were both rejected, allowing the newly instituted HOS rules to stand. In ruling that the 30-minute break for short-haul carriers would be struck down the Court agreed with ATA, indicating that the FMCSA’s research only justified requiring breaks from driving, not other periods. ATA’s other petition, which was rejected by the Court, asked that the Court block the implementation of the HOS rule, arguing that it was flawed and not well supported. ATA had suggested the HOS rules were too restrictive on truck drivers’ schedules and could create additional dangers by forcing drivers to operate during high traffic times. The premise of ATA’s argument was that the rules were “arbitrary and capricious and contrary to law.” In an August 2, 2013, press release, ATA’s senior vice president of policy and regulatory affairs said, “While we are disappointed the Court chose to give unlimited deference to the Federal Motor Carrier Safety Administration’s agenda-driving rulemaking, the striking down of the short-haul break provision is an important victory.” “The court recognized on numerous occasions the shortcomings of the agency’s deliberations, so despite upholding most of the rule, we hope this opinion will serve as a warning to FMCSA not to rely on similarly unsubstantiated rulemakings in the future,” Osiecki said. “One thing this rulemaking makes clear is that fatigue is a small problem when viewed through a crash causation lens. ATA hopes FMCSA will work with the trucking industry to address more pressing safety and driver behavior issues, including those than can be directly affected through proven traffic enforcement activities aimed at unsafe operating behaviors.” Public Citizen, on the other hand, had argued that the HOS rule is “insufficiently protective of public safety.” The Public Citizen web site says that, “Driving a truck is one of the most deadly occupations in the United States. Increasing the consecutive driving hours for truck drivers is inhumane and rolls us back to pre-Depression Era working conditions. Public Citizen calls for the Federal Carrier Motor Safety Administration (FMCSA) to create a standard that protects drivers of both passenger cars and trucks on our roads.” Public Citizen was specifically wanting to disallow the 11th hour of driving and the 34-hour restart. Public Citizen was found to have no standing with the Court. Scott Nelson, the Public Citizen attorney said his group was “obviously disappointed” with the ruling. “The restart provision has now been sustained without anybody evaluating its merits.” ATA’s press release seems to applaud the Court’s ruling on Public Citizen’s motions, suggesting it would have been far too restrictive if those motions were adopted. ATA does encourage further work on the HOS though. “The court recognized on numerous occasions the shortcomings of the agency’s deliberations, so despite upholding most of the rule, we hope this opinion will serve as a warning to FMCSA not to rely on similarly unsubstantiated rulemakings in the future,” Osiecki said. “One thing this rulemaking makes clear is that fatigue is a small problem when viewed through a crash causation lens. ATA hopes FMCSA will work with the trucking industry to address more pressing safety and driver behavior issues, including those than can be directly affected through proven traffic enforcement activities aimed at unsafe operating behaviors.” 44

kort ny AYc E AYs dIAW bhuq ` IAW DrwvW nwl sihmqI pRgtweI ie`k PYfrl ApIl kort ny AmrIkn tRikMg AYsosIeySn Aqy (ATA) Aqy pbilk istIjn (PC) dIAW bhu`qIAW dlIlW nUM nkwridAW tr`k frweIvrW leI pRclq Awvrz-AwP-srivs (HOS) rUlz nwl sihmqI pRgtweI hY[ PYfrl motr kYrIAr syPtI AYfminstRySn (FMCSA) dy kyvl ie`k PYsly nwl kort ny AsihmqI id`qI hY ijs iv`c A`T GMty dI frweIivMg ip`Co QohVI dUrI qy clx vwly frweIvrW leI vI 30 imMt dI bryk lYxI zrUrI sI[bwkI swry frweIvrW leI ieh 30 imMt bryk vwlI Srq lwgU rhygI[kort ny 34 GMty rIstwrt vwlI provIzn vI jwrI r`KI hY ijhVI frweIvr AwpxIAW hPqwvwrI frweIivMg ilimts nUM rI-sY`t krn leI vrq skdy hn[ies shuUlq nUM s`q idnW iv`c kyvl ie`k vwr vrq skdy hW Aqy ies iv`c G`to G`t do vwr ie`k vjy svyr qoN pMj vjy svyr dw smW Swml hoxw cwhIdw hY[FMCSA v`loN HOS bwry rIvweIzf kIqy rUl pihlI julweI qoN lwgU ho cu`ky hn[ klMbIAw dI XU.AYs. kort AwP ApIlz iv`c HOS rUlz nUM lwgU hox qoN rokx leI ATA nyN PrvrI, 2012 iv`c ie`k kys pwieAw sI[ATA dw kihxw sI ik HOS rUlz dw ADwr nuksdwr DwrnwvW Aqy ivSlySxW auqy AwDwrq hY Aqy PYslw qwnwSwh qy snkI hY Aqy inXmW dy ivru`D hY[ATA dy pwlsI qy rYgUlytrI mwmilAW dy sInIAr aup-prDwn Dave Osiecki Anuswr BwvyN kort ny FMCSA dy frweIivMg rUlj dy AjMfy nUM loV qoN v`D snmwn dy ky swnUM inrwS kIqw hY pr Swrt hwl bryk bwry provIzn nUM lwgU hox qoN rokxw, ie`k mh`qvpUrn ij`q hY[kort ny keI vwr AjMsI dI soc ivclIAW qrutIAW nUM sivkwirAw hY[ies leI BwvyN bhu`qy inXmW nUM kort dI sihmqI imlI hY pr FMCSA leI ieh ie`k vwrinMg vI hY ik auh Biv`K iv`c Ajyhy ADwr-rihq inXm GVn qoN bwj Awey[ kuJ pbilk ieMtrst gru`pW v`loN ‘pbilk istIzn’ ny FMCSA dIAW do provIznj nUM cYilMj kIqw sI jo 11 vyN frweIivMg dy GMty Aqy 34 vyN rIstwrt dy GMty bwry sn Aqy jo 2004 qoN lwgU sn pr kort ny ieh kihky ieqrwj r`d kr id`qy ik iehnW Aqy ATA duAwrw auTwey gey ieqrwj hweIlI tYknIkl hn, ies leI iehnW dw PYslw FMCSA qy hI C`f id`qw jwxw cwhIdw hY[ srkwrI vkIlW ny ies swl mwrc iv`c ApIl kort nUM ikhw sI ik HOS rUL cyNjz bwry tr`k ieMfstrI dy ieqrwj mihj “isMpl sYNtyiPk ifsipaUts” hn Aqy kort nUM Aijhy ifsipaUts srkwr duAwrw h`l krn q`k kys mulqvI kr dyxw cwhIdw hY[ FMCSA ny ie`k sMKyp stytmYt rwhI ikhw hY ik auh kort dy PYsly qoN sMquSt hY Aqy auh kort dy PYsly nUM GoK rhI hY Aqy CyyqI hI iesnUM pUrI qrHw lwgU kr dyvygI[ Scott Nelson jo pbilk istIzn Aqy ausdy sihXogIAW dw vkIl sI ny ies PYsly qy inrwSqw pRgtweI hY[aus Anuswr rIstwrt bwry provIzn nUM ieh kihky svIkwr kr lYxw ik pbilk istIzn nUM iesnUM cYlMj krn dw AiDkwr nhIN hY-ieqrwz nUM “fikMg” dy brwbr hY[ nYlsn ny ikhw ik fylI frweIivMg dw ‘11 vW GMtw’ dw inXm sivkwr ky kort ny FMCSA dI sYNtIiPk jjmYNt qy ivSvws qW kIqw hY pr AjMsI ny iesnUM pUrI qrHW priKAw hI nhIN hY[hwlW ik AjMsI ies bwry Tos dlIl vI nhIN dy skI sI pr kort ny ausdw hI p`K pUirAw hY[ kort ny ikhw ik HOS dy keI rYgUlySnz iv`c FMCSA ny SWrt hwl Aqy lWg hwl frweIvrW bwry Prk r`iKAw hY ijvyN Swrt hwl frweIvr auh hn jo Gr qoN 150 eyAr mweIlz dy Gyry iv`c cldy hn, rYgUlr qOr qy Gr prq AwaNudy hn Aqy Ajyhw tr`k clw rhy hn ijs vwsqy kmrSIAl frweIvr lsMs dI loV nhIN huMdI[ SEPTEMBER / OCToBER 2013

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