DorogaRoad Magazine Issue 131 August 2018 by dorogaroad

VOLUME 12

Issue 131 • August 2018 оме 131 • Авгу т 2018

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Лучшие т ан по тные компании нта ио Вакан ии, п едложения, найм

• VIOLATIONS AND GENDER • DRIVER INC. А ? • THE ANNUAL CONFERENCE OF TRANSCORE LINK LOGISTICS •Ч А Ч ? • А Ы

ЕЩЁ АЗ ДЕФИЦИ Е В ДИ ЕЛЕЙ THE CHICKEN-LITTLE TACTICS BEHIND THE ‘DRIVER SHORTAGE’

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191, CREDITSTONE RD., CONCORD, ONTARIO, L4K 1N7 FOR SIZE AND VERY COMPETITIVE PRICE PLEASE CALL

416.884.8045, 905.532.9277 August / А

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Fellow truckers! Please visit our site to listen/download the song dedicated to you. Hope you like it.

inside www.dorogaroad.com

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DorogaRoad – a multicultural monthly trade magazine covering transportation, trucking and automotive primarily in English and Russian. All rights reserved. Contents may not be reproduced, in whole or in part, without prior written concern of the publisher. DorogaRoad is not responsible for the content and style of advertising. The information contained in this publication is in no way to be construed as recommendation by DorogaRoad of any kind.

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23 The annual conference of TransCore Link Logistics

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DorogaRoad 321-330, Princess Royal Drive Mississauga, ON, L5B 4P7, Canada 1 416 500 5950 (t) info@dorogaroad.com www.dorogaroad.com

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/ August 2018

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то т по т , де т тел о л у е тует е тк од теле , те е о от т от л , л е т п о то п о ле к уп пе е о ко уде од теле е т . од OOIDA, ед п о уе то , Т пе е о к ету т е тку од теле , д у ед т Ко е одо т о о о т допу к од теле CDэ, до т лет к д л е т л пе е о к . е то у, то о о о т. Эт те е по лед ее е п од т е е д л е, то т т Ко е одо т то т е кое полу е е CDэ у е , полу од тел кое удо то е е е о е лу . е то, ко е о, к к ете у, п т о, т , то т ко т то е еет п о . нMC“A л о пу ке п лот о п одл ое о лу де теле CDэ, е до т од .

то о, то у , от к т у ело , е тот о ок у "де т од теле " п е де е о о о о от ет п ле е е де е е то о ледо те т о е то о т ко . пл т од теле е т , ед л од о ол т те одо л о ко п . Хот по лед ее е о е о о по л , е дел п о о пл т од теле , ко ект о е у ето л ко е - ле - одо . то т от ет т , то ед пл т т ке , е дет о у те по л . о- оо е у, пл т од тел , от ео ко п , дол т по дк $ , . Т к е ол е пл т е — то то-то т т к .

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Т ке о е о е то о то е т т. ол т о од теле т т о к до те по , пок о е пе е ут у е п т лет под , т е е о к по ле д д т . д ок т , ко от о п о т к т т т ке п о е о ло , ко д о ет от т о то тел о, л ко де.

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Од ко , е ле о ед . от у од л от - де е , ло дело, ко д п одол л от т , е от ку пл ту. о е у е од тел у од т? Я у од л, пото у то е о л о о о л .Я од теле , кото е у л , т к к к у т о л е еу е пе к . е у од т ел е т до . о е по т, то то е о . ко е ко о , у од т е л о т . од тел ло о е т , еле ко е е, ло о от о е .

Ко д л о пе о , тол ко то п оед колу, т л о ко , т опе то о т ело о о о удо , туп е т п о о , ет е од л у е ко . о у е е к пл т до о о о е е л $ , . од пу т до о до $ , , е е е е од — до $ . . К д де , од е , полул допол тел о долл л еке по уто о т ке. леду од о т т п о оло о л " ко о п е оту" о пл т уп л $ , до $ , . Я по л, то то доо е ко т , л од т т к. Те е е ее, е л око ло у е е, то т л л д пе л то . о е е е под л до те .

о т к д ко п , кото у от л, т к е т е о л от од теле п т лет л оо т . о е ко п е е ут к е е л де е оп т , ол т о о е ет по ее пл т по ле п т лет от . о т е л т п т лет п о е о ло ? л о о к п ое ет около , л од. Т к о о п т лет од тел п о дет по т т ет е т лл о л , , о о т, то е л т е у ел те е е п т лет, то т де ед . у ло , пе е д тот у ко , т пол о т п е тот о . от т е ее п по т удо о о , де т п о е т . К к ду к т, е л о п ут ко л

ел е оп т олееет от л , од тел до т т " еоп т " л ко од тел т . пл т тел о, е о е д у по у о до т уто о оп ете, до оле л удет д оудет т т ео ол е то о, кто тол ко то д е ку колу?

о деле п о ле о е од теле е т л пе е еет т к е "де т од теле ". л ко п от т ко ект о т п о ле у од теле , пе у о п т п о ле о уде . од те пл ту поо те до т е о л т е оп от оп т . е е т те от о т к од тел еу тел о, о ко о к ду копе ку до то о, к к о п ут е е е пок ут ко п . де те д о е ,кп е у, у те до ее е од тел . тол ко по ле то о от л удут п од т о е л д . е т полу е CDэ п о од теле т о пол т , ол е од теле , ое е п т лет т ,о т ут от т о е т . То д по о к у е тк од теле удет о . / August 2018

THE CfICKEN-LITLE B

ig trucking has been running around like hi kens ith their heads ut of or years no . In 99 , hen I irst ame into the tru kin industry, they ere ryin a out a dri er shorta e, and 5 years later they are still usin hi ken little ta ti s to et Con ress and in estors to help them out o a situation they ha e reated. hat is, i there is truly a dearth o dri ers interested in working in trucking and not just a pro lem or lar e arriers holdin on to ho they ha e.

ccording to the OOIDA, among other arguments they make, the ATA and the mega-carriers cry driver shortage to get Congress to approve the introduction of CDL drivers as young as 18 years old for over-the-road interstate operations, and I tend to elie e hat the sa . hese interests are taking it a step further of late by playing upon our s mpathies in an efort to et Congress to approve for commercial application the driver training our young men and women coming out of the military have already received during their service. As a veteran, I can certainly appreciate that, and feel that is a viable option. (FMCSA has a comment period open now on a proposed pilot program for under-21 military veteran CDL holders.) However, I also feel it probably depends highly upon the individual. Speaking for myself, I was not mature enough at 18 to take on such a responsibility. At the same time, according to a report released in 2016 by the Federal Motor Carrier

/ August 2018

TACTICS

Safety Administration, there were more than 400,000 new Commercial Driver’s Licenses issued in 2015. Which begs the question: What seems to be the problem?

on at jo s e en thou h the pa as not reat. Why do drivers leave, most of the time? I have let jo s e ause I as lied to and stolen rom. I know drivers who’ve quit because they felt like a number or were disrespected. Drivers leave over home time. Many discover this is not a lifestyle they can commit to. It’s not for the eak, ater all. It is hard on marria es, hard on families, hard on most all relationships.

From hat I see, lookin at the iger pi ture farther down the long road, all the alarm of a “driver shortage” might work awfully well in getting investors to put more money into autonomous vehicle research and testing. Driver wages are and always have been one of the igest e penses o operations or an Still, I’m not falling for chicken little, the company. tactics used to convince the outside world of a fundamental “driver shortage.” Yes, we live hou h the ’ e een risin a it latel , e’ e in a world separate from the rest. We live in a all seen the inlation-adjusted a e proje world that requires grit, determination, tions from late 1970s/early 1980s driver pay. commitment, and more patience and profeshe a era e tru ker’s a e, sui e it to sa , sionalism than we are given credit for. Still we hasn’t ome lose to keepin up the inlation sta , e ha e an oi e ith a ie , no sunset rate since. Driver pay should be closer to or sunrise is the same. We see the degradation $100,000 a year for a company driver, all of this world, but we also see the beauty. More thin s onsidered. hose i s are e and ar than anything else, we see the future trucking between in today’s world. can provide for our families. For the most Yet mone is not e er thin . hou h I ha e part e do a sometimes-thankless jo or our let positions e ause o pa , I ha e also sta ed nation’s economy, and all we ask in return is air treatment and pa or the alue e ofer.

BEHIND THE

‘DRIVER

SHORTAGE’ When I was a Marine fresh out of boot camp I was considered a newbie, and when I became a heavy equipment operator with the Local 400 I was an apprentice for four years. As a heavy highway engineer apprentice my starting wage was $18.63 an hour with $250 kicked in my weekly check, a dollar for every mile I was away from home. In my second year I was bumped up to $20.63 and the year ater that $ .6 . Ea h time I as sent on a jo I received that dollar a mile for every mile from home in my weekly check as per-diem. he ollo in ear m state oted in its ri ht to work” law and my check fell from $22.63 to $13.75. I began to see the writing on the wall, so I elected to drive truck. However, if I had inished out m apprenti eship I ould ha e raduated to journe man status. With more time spent, I would have eventually become a master journe man.

are considered rookies by other drivers until the hit the i e- ear mark and some o us still onsider oursel es rookies e en ater years), lawyers, lawmakers, and law enforcers consider a trucker a professional as soon as the solo or e ome a ull-led ed team. Just ask any driver that has ever been sued in a court of law.

Almost every company I have worked for has esta lished the i e- ear mark as somethin o si nii an e as ell, e ause man ill not hire you until you hit that mark, and most will advertise a pay bump at that level of e perien e. But does i e ears make ou a professional? An OTR driver might turn , miles a ear. At that pa e in i e ears the driver has turned almost three-quarters of a million miles, and I have heard it said if you make it past i e ears, ou are in it or li e. In other words, once past that milestone, it is a E er pro ession has le els o a hie ement it lifestyle you have accepted and learned to recognizes whether formally or informally. manage. hou h it ma e an un ritten poli , Yet while that is an unspoken milestone more e perien e ounts. Tru kers too oten are or less accepted by the industry, drivers are thrown right into the fray. While most drivers

still onsidered unskilled in e es o la or laws. And the pay really does not match other professions once that level of experience is reached. Does anybody believe an attorney ould e happ makin just a ouple o thousand more a year than someone right out of school? Reality is we have a retention problem equal to or reater than hate er dri er shorta e may or may not exist. If companies want to be able to correct their recruiting problem, they need to orre t their retention pro lems irst. Raise your wage and reward achievements in safety and experience. Stop disrespecting people by lying to them, nickel-and-diming drivers to death until they get mad enough to lea e. Li e up our promises i.e., ettin dri ers home . Onl ater that ill it e possible to build the industry with new blood. At the current CDL acquisition rate the opportunities ill ill up ast, and more dri ers ill sta past the i e- ear mark. Companies, then, can quit running around like hi kens ith their heads ut of. August / А

2018

August / Đ?

2018

VIOLATIONS — AND GENDER — INCREASE LIKELIHOOD OF CRASHES

The next time someone jokes about women drivers, they might want to think about the latest research results from the American Transportation Research Institute (ATRI). The institute’s updated crash predictor model continues to identify violations for reckless driving or failing to yield the right of way as the top two behaviors that predict future crashes by truck drivers. But gender appears to play a role as well. Male truck drivers were 20% more likely than their female counterparts to be involved in a crash, while female truck drivers were safer in every statistically significant safety behavior, ATRI says. Men were 88% more likely to have a reckless, careless, inattentive, or negligent driving conviction. They were also 73% more likely to be convicted for failing to obey a traffic signal, and 40% more likely than women to be convicted of any driving-related offence. Age didn’t play a significant role in events that had the largest impact on future crash risk. “It just confirms what we’ve been saying all along. Women are always concerned more about safety,” says Ellen Voie, president and CEO of the Women in Trucking Association. “Women will leave a carrier if they don’t feel they’re safe in their job. Safety is a top priority.” “This is what women bring to the industry, and this is why you want to hire women as professional drivers,” she says. “Women do make safer drivers,” agrees Shelley Uvanile-Hesch, CEO of the Women’s Trucking Federation of Canada, while driving a load of her own through Nebraska. “We have a lot more patience. A lot of the male drivers seem to suffer a lot more from road rage.” Women have a tendency to take things in stride, she adds, suggesting a “mothering” instinct plays a role in that. ATRI’s widely cited crash predictor draws on data from more than 435,000 U.S. truck drivers over a two-year period, comparing behaviors like prior crashes, violations and convictions to the likelihood of a future crash. It was first published in 2005 through a partnership with the North Dakota State University Upper Great Plains Transportation Institute and the Commercial Vehicle Safety Alliance. Overall behaviors that raised the risk of a future crash by more than 50% include: Reckless driving violation – 114% more likely to be in a crash Failing to yield right of way violation – 101% Failing to keep in proper lane conviction – 83% Failing or improperly using a signal conviction – 82% A past crash – 74% Improper lane or location conviction – 72% Improper pass conviction – 70% Reckless/careless/inattentive driving conviction – 69% Improper or erratic lane changes conviction – 66% Improper lane change violation – 63% Drivers with an hours of service violation were also 50% more likely than their peers to be involved in a future crash. Such violations peaked among drivers from 25 to 29 years old, and steadily decreased with age. Drivers younger than 45 were more likely to have out of service violations, although the numbers peaked from 85 to 89 years. Drivers with an out of service violation were 29% more likely to be involved in a future crash. Seatbelt-related violations were linked to a 33% increase in future crash risks. Those who are involved in one crash are 74% more likely than their peers to be involved in a future crash, researchers found. The data has emerged as a tool to focus recruiting and training practices alike, and there’s a good reason. The Virginia Tech Transportation Institute has found that 10-15% of drivers account for 30-50% of a total fleet’s crash risk. “ATRI’s crash predictor model is a key input to our driver hiring and training practices. Safety is our first concern and by understanding how driver histories relate to future crash probability, we can develop targeted solutions for minimizing safety risks,” said Tideport Distributing president John M. Prewitt. www.todaystrucking.com

CTA: DRIVER INC IS A TAX MIRAGE The Canadian Trucking Alliance is warning truck drivers and carriers that using the so-called Driver Inc employment scheme could ultimately come back to bite them.

The use of Driver Inc. as a recruitment tool is becoming so widespread that without quick intervention by the Government of Canada and provincial worker compensation boards all carriers may soon have to consider adopting the payment system to compete for drivers, says CTA. The Driver Inc. model is based on commercial vehicle operators, who do not own/lease or operate their own vehicle, becoming incorporated and receiving payment from their carrier with no source deductions. This practice opens the door to the possibility of widespread tax evasion by those engaged in Driver Inc. “Against the backdrop of a severe driver shortage facing our sector, the Driver Inc. payment system is unfortunately becoming a preferred way to attract contract drivers to fleets. However, CTA believes that contract drivers who are utilizing company vehicles, without any financial risk/responsibility to own/operate the vehicle, contravenes the historical definition of driver-contractor status in our sector,” said Stephen Laskowski, president, CTA. “To now rule against this historic principle, effectively changing the definition, would turn our industry upside down.” Throughout 2018 CTA has been working with the Canada Revenue Agency (CRA) to clarify their position on Driver Inc as a legal payment

system while urging the agency to commit enforcement in this area. In response, the CRA advised CTA that while it can’t comment on any particular company, it is working with CTA to provide industry additional information about determining whether a driver is an employee, incorporated employee (personal service business – PSB) or an independent contractor as well as tax implications for drivers that fall into each of these categories. CRA also told CTA that ensuring a worker, in this case a driver, is correctly characterized is a very important part of the payer’s job. Income paid to drivers must always be reported, and the law requires that businesses report this income on either a T4 for employees or T4A for contractors. “Incorporating yourself as a driver, without owning/operating your own truck, has significant labor law and tax implications. Many drivers and companies utilizing this system seem to think Driver Inc is some previously undiscovered tax oasis. It’s not; it’s a mirage.,” explains Laskowski. “The tax filing implications make the Driver Inc. model a very questionable approach to legitimately increasing drivers’ take-home pay. Obviously not declaring your income is a highly illegal method to increasing pay, made easier by the fact that CRA does not always find businesses that don’t issue T4A’s to contractor drivers.” Consequently, CTA is urgently requesting CRA commence a country-wide enforcement campaign to ensure companies and drivers engaged in the Driver Inc. model are paying their fair share of taxes by filing as a Personal Services Business (PSB) and implement a policy requiring all truck drivers to be issued either a T4 or a T4A in 2018, added Laskowski. CTA is expecting a policy and enforcement decision from CRA on the issue of Driver Inc, PSB filing implications this fall while seeking an

enforcement ruling from Employment and Social Development Canada regarding the labor implications of Driver Inc. CTA is also asking each provincial trucking association to engage their local workers’ compensation boards to ensure Driver Inc drivers and companies are paying their legally required coverage payments. ‘We believe Driver Inc. is costing the Canadian government millions in lost tax revenue from drivers not filing as a PSB or simply not properly reporting their income. If governments do not do something soon to protect the law-abiding, tax paying part of the industry, it could soon add up to billions in lost dollars as the majority of truck drivers will trend towards accepting only one form of payment – Driver Inc,” said Laskowski. ‘The sad reality is in certain parts of the country we are not far off from this scenario. We need clarity, enforcement, and we need it soon.” As part of its 2018 prebudget submission, CTA is requesting more resources for CRA to dedicate and increase enforcement of Driver Inc in the trucking sector. Specifically, CTA is asking for a massive blitz of drivers and carriers improperly utilizing the Driver Inc model. “If carriers and drivers are properly paying and filing as a PSB then they should have no worries. Those drivers and companies using the PSB system as a shell game to avoid paying their fair share of taxes should be concerned,” added Laskowski, who warns that potential back taxes and penalties against carriers and drivers who have been improperly filing as a PSB could be significant, notwithstanding additional interventions by ESDC and provincial workers compensation boards” Drivers or carriers who would like CRA information and explanations on Driver Inc and PSBs – when they’re made available this fall – can e-mail CTA at driver_inc@cantruck.ca

www.volvotrucks.ca

/ August 2018

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2018

NEEDED: City Driver

CRIMINAL CHARGES LAID IN 2017 DEATH OF DRIVER Criminal charges have been laid in the death of a п9-year-old dump truck driver in омну.

Rheal Dionne was working for Sudburyи Ontкйbased Rainbow яoncrete when a concrete slab fell on the dump truck he was working in on Febк нси омнуи trapping him insideк Rainbow owner юoris Naneff has been charged with criminal negligence causing deathк Those charges have yet to be proven in courtк The United Steel Workers is commending the Greater Sudbury Police Service and other law enforcement officials for their work in this caseк яounsel for the defendantsи Pк юerk Keaney of the firm Weaver Simmons issued a statement after appearing in a Sudbury Ontario яourt of Justice for preйtrial hearings on эugк о saying they consider the charges without meritк

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The MOL laid но charges in this case under OHSэ against the companyи its owners and two supervisorsк Those но charges were initially laid in December омнук

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эn Ontario Ministry of Labour дMOLе spokesй woman said the ministry isn’t responsible for enforcing the criminal code and the decision to lay criminal charges falls to police departmentsи but they can lay charges under the Occupational Health and Safety эct дOHSэек

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“Rainbow яoncrete looks forward to defending the charges and obtaining vindicationи” it readк The union is calling on the government and other police services to enforce the law more strictly and lay more charges with regards to work deathsк

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The company is charged with failing to provide informationи instruction and supervision to a worker to protect the health and safety of a workerи two counts of failing to ensure that the equipment it provided was maintained in good conditionи four counts of failing to ensure that all reasonable precautions in the circumstances were taken for the protection of a workerи and a count of failing to ensure that material that may tip or fall and endanger a worker was secured against tipping or fallingк The owners were charged with two counts of failing to take all reasonable care to ensure that the corporation complied with the эct and its regulationsи and the supervisors were both charged with one count of failing to take every precaution reasonable in the circumstances for the protection of a workerк

None of those charges have been proven in courtи however if found guilty the maximum fine for offences under OHSэ is анкс million for corporations and анммиммм for individualsк эdditionallyи an individual could see up to one year in jailк Those consequences will be determined by a judgeк The MOL says the OHSэ and criminal charges could be tried together or separatelyи and that will be determined by the prosecuting teamк www.todaystrucking.com

August / Đ?

2018

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/ August 2018

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ТBER SHТTERS ITS SELF-DRIVING TRТCK PROJECT ENGINEERS WILL BE SHIFTED TO AТTONOMOТS CAR RESEARCH Т e ’s i push to dominate the utu e o the t u kin indust is dead. he ide-hailin ompan has de ided to shutte its sel -d i in t u k p oje t, a o din to Лe hC un h. A spokespe son oni med the de ision. Emplo ees ho ha e een o kin on Т e ’s sel -d i in t u ks ill e shited to the ompan ’s la e autonomous a efo ts. Т e sa s it ill ontinue o kin on its in-house lida p oje t, and that Т e й ei ht, the ompan ’s on-demand lo isti s side-p oje t, ill e unafe ted the de ision. 5e’ e de ided to stop de elopment on ou sel -d i in t u k p o am and mo e o a d e lusi el ith a s, E i Me ho e , head o Т e Ad an ed Лe hnolo ies G oup, said in a statement. 5e e entl took the impo tant step o etu nin to pu li oads in Pitts u h, and as e look to ontinue that momentum, e elie e ha in ou enti e team’s ene and e pe tise o used on this efo t is the est path o a d. he p oje t stemmed om Т e ’s ont o e sial a uisition o a sel -d i in t u k sta tup alled Otto in . Soon ate , the ompan sta ed a old and possi l

ille al shipment o Bud eise ee ia a sel -d i in t u k in Colo ado. But the a uisition spa ked a itte le al dispute ith 5a mo, the sel -d i in a di ision o Goo le pa ent Alpha et. 5a mo alle ed that Otto as a shell ompan meant to deli e stolen te hnolo Anthon юe ando ski, a o me Goo le en inee ho ounded the sta tup and as late appointed head o Т e ’s autonomous di ision. But less than a eek ate the sta t o the t ial, the t o ompanies ea hed a su p ise settlement. Т e a eed to i e 5a mo $ million o th o Т e ’s p i ate sha es at its aluation, hile 5a mo said it ould ensu e Т e ’s sel -d i in a p o am doesn’t use 5a mo’s pu po ted t ade se ets. 5ith the le al loud lited, Т e as poised to amp up its autonomous t u k ope ation. But then in mid-Ma h, a sel -d i in Т e ehi le st u k and killed a 9- ea -old oman ossin the st eet in Лempe, A izona. Т e immediatel ounded its leet as ede al in esti ato s e an to p o e hat ent on . Т e su se uentl laid of hund eds o sa et d i e s in A izona and Pitts u h, and onl e entl has e un to take steps to elaun h its testin . юast eek, Т e ’s sel -d i in a s eappea ed on pu li oads in Pitts u h, ut unde human ont ol o no . he on entional isdom is that sel -d i in te hnolo ill a i e at s ale in the t u kin indust e o e an he e else. So, it’s su p isin that Т e ould pull out o hat stands to e ome a hi hl lu ati e ma ket. August / А

2018

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TransCore Link Logistics

/ August 2018

TransCore Link Logistics hosted its 20th Annual Conference and Charity Golf Tournament he sun was shinin as members o the transportation industry came out to raise money for Kids Help Phone and other Canadian children’s charities.

he Canadian outh an talk to some od ho is nonjud mental… anon mousl , on hate e o um the ant to talk to us on. he ’ e oin to et the help and suppo t that the need and e a le to mo e o a d and e ome i ant people o so iet , said Sm th e o e he as handed the donation he ue. his e ent ould not ha e een possi le ithout the t emendous suppo t o ene ous sponso s. hei suppo t made this ea ’s e ent e t emel su ess ul.

Forget everything you thought you knew about industry e ents! his as a ull da jam-pa ked ith net o kin , kno led e, eat ood, olin and o ou se, suppo tin hild en’s ha ities a oss Canada. T ansCo e Link Lo isti s hosted its th Annual Con e en e and Cha it Gol Tou nament on Monda , Jul th, in Eto i oke at Ma kland 5ood P i ate Gol Clu . Link Con e en e attendees a ed the ea l mo nin to enjo omplimenta ood and listen to talks on the state o the indust . Alon ith seein a demo o the ne Loadlink, uests had the oppo tunit to in se e al p izes like a ou some Blue Ja s e pe ien e pa ka e alued at $ , , a i s een tele ision and mu h mo e. he mo nin inished ith a panel dis ussion on ho pto u en is afe tin the t anspo tation indust . Mode ato , Mike M Ca on kept the dis ussion li ht and un as the audien e tuned in to hea the latest Blo k hain uzz. Ate the on e en e, Link ol e s headed out to the eens o an ate noon o e itement. Not e en the th eat o ain ould stop the un! Alon the ou se, pla e s had poutine, i e eam and plent o han es to in eat p izes like a Flo ida ol a ation and plane ti kets at a ious on- ou se a ti ities. Golin on luded, and pla e s ushed into the lu house o a deli ious meal and p ize i ea a s. 5ith all the enthusiasm in the ai , a moment as taken to a kno led e the pu pose o the e ent. No m Sm th, a ep esentati e om Kids felp Phone, took the sta e to thank e e one and e plain h the oundation is su h a ne essit to Canadian outh. Majo sponso s in luded C.f. Ro inson, T ansnet F ei ht, Manitoulin t anspo t, Ri ie a Finan e, T anspla e, T u kin fR Canada, Ansonia C edit Data, Ro e s Communi ations, G. Ro h Consultant, T ansC edit, C ossdo k S stems, Bi dse e Solutions, K Solutions and Se i es In and AVAAL Te hnolo Solutions. fole sponso s in luded P ide G oup Lo isti s, Bi Finan ial Se i es Canada, Desi T u kin , Randstad, Pola is T anspo t, Bestpass, Sta ship F ei ht, Fou kites, Ma t ans Lo isti s, Bison T anspo t and he Fakto i. TransCore Link Logistics

August / А

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