‘I’ll sleep when I’m dead’: The effect fatigue has on drivers discussed during Truxpo event.
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BCTA conference: Speaker list at BCTA conference tackles economy, collisions and cargo theft.
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Western Canada’s Trucking Newspaper Since 1989
July 2016 Volume 27, Issue 7
Stepping down: Port of Vancouver USA CEO Todd Coleman steps down after four years at the helm.
truckwest.ca
RETA A DV E R T I I L SIN G PAGES 21 -3
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Connecting Canada’s north Could publicprivate funding help build yearround roads in the north? By Derek Clouthier
The cost of moving freight in the Calgary region varies depending on a variety of factors, including distance, what is being shipped and mode, but the use of trucks to transport goods remains one of the most desirable options.
The cost of moving freight
Reach us at our Western Canada news bureau
New report looks at the pros and cons of moving product by truck
Contact Derek Clouthier Derek@ Newcom.ca or call 403-969-1506
PM40063170
By Derek Clouthier
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CALGARY, Alta. – There is more than one option for businesses when it comes to transporting goods from the manufacturer to the their doorstep, and diverse costs are associated with the various modes. Whether it be by air, sea, rail or truck, each transportation mode offers its own benefits and setbacks when it comes to getting a product from point A to B. Reg Johnston, owner of RJ T&L Consulting, was hired by the Calgary Regional Partnership (CRP) to assist its economic development department in determining some of the more cost effective methods of moving freight in the Calgary region in an effort to entice business development, such as a warehouse distribution hub, in the area. The CRP is a collaborative network of 14 municipalities in the Calgary region that have agreed to work together to try to ensure growth occurs in a sustainable manner. With more
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than 1.2 million people in the area, the CRP was established to prepare Calgary and the various surrounding communities for what is expected to be a population of over 1.8 million in the next 60 years. The partnership not only works to encourage business growth, but also community planning and regional transit. Johnston, who acts as a logistics consultant for the CRP, said economic development planners set their vision years into the future to determine, for example, where a developer might want to put a distribution warehouse, and whether Calgary would be feasible location. Part of Johnston’s job is to determine the cost of moving freight in the Calgary region, taking the four modes into consideration. Though many factors come into play, Johnston said transporting goods directly by truck is the second most expensive method, behind only air. But depending on the distance a prodContinued on page 7
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WINNIPEG, Man. – Developing reliable road infrastructure into Northern Canada’s First Nations communities continues to present significant challenges. The Canadian Council for PublicPrivate Partnerships (CCPPP) recently commissioned a report, P3s: Bridging the First Nations Infrastructure Gap with the goal of moving the process of providing all-season roads, as well as clean drinking water and safe, quality and affordable housing, to the most remote Native communities in Canada’s ‘great white north.’ In the wake of what the CCPPP said was an infrastructure deficit of as much as $30 billion for First Nations, the report suggests utilizing publicprivate partnerships (P3s) to address this infrastructure deficit. “Infrastructure should support our economies and grow our revenues so we can pay for infrastructure operation, maintenance and replacement,” said Manny Jules, chief commissioner of the First Nations Tax Commission. “This report provides important recommendations about how First Nations can utilize a tool that is available to other levels of government to build high quality public infrastructure ontime and on budget.” Steve Hobbs, director of strategic planning and partnerships for the CCPPP, said one of the challenges in building reliable roads and highways in and out of remote northern communities is that they can often be driven by resource development, with companies paying for the roads in the past, but may no longer be able to foot 100% of the bill, which in turn, means federal and provincial governments need to play a larger role and think more long-term. “The high capital cost of these assets can appear prohibitive,” said Hobbs. “However, the long-term benefit of giving communities access to employment, health care, fuel, Continued on page 8
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