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CONTENTS

Accutrac Capital .................................. 9Airtab ...................................................44 Ally Carriers ......................................... 58Arrow Truck Sales ............................ 31, 59Bhandal Bros Trucking Inc ................... 24BP Lab Services ............................... 43California Truck Centers .................. 7Cargo Group of Compaines ............. 61Central Valley Truck Center ............... 21City Registration Service .................... 38Classic Xpress .................................... 41Crossroads Equipment Lease & Finance 37CVTR Inc ........................................... 5Dhillon Truck Hospital ........................ 39Diamond Transportation Logistics ...... 34DJ Malhi ............................................. 43East Bay Tire Co. .................................. 42Elite Transportation Inc ........................ 53Express Graphics ................................ 37First Choice Equipment Loans ........... 43Gill Transport Inc ............................... 47Global Multi Services ............................ 39Golden Land Trans. Insurance ............. 35Howes Lubricator ............................... 13India’s Oven ....................................... 41Inland Kenworth ................................. 62ITM Equipment ................................... 49Jagdeep Singh Insurance Agency ....... 38Kam-Way Transportation Inc ................. 29Kroeger Equipment .......................... 40Legend Transportation ......................... 64Liberty Lines Intrade Ind. ................ 55Los Angeles Freightliner ..................... 33NSC Compliance ................................ 27Pape Kenworth ...................................... 3Pira Tires Plus..........................................63Poetic License ...................................... 43RTS Carrier Services ......................... 22S&S Transport Refrigeration ................ 38San Jaoquin Total Care ...................... 39Stone Truck Lines Inc ....................... 60TEC Stockton ..................................... 11Thermo King Fresno ........................... 40Tiger Tool .......................................... 36Utility Trailer Parts .................................. 42Utility Trailer Sales .............................. 2Valley Freightliner Inc ......................... 57Valley National Express ........................ 51Volvo Trucks ....................................... 18

08 SALES – TAKING A TECHNICAL APPROACHsylz Bwv iv`krI nUM vI qknIk dI loV hY

1416232628

CARGO CLAIMSkwrgo klymz

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Mailing Address: Po Box 812, Fowler, CA 93625

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

DISCLAIMER: DesiMaxx Media Group LLC assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may fi nd unfi t for publication.

The opinions expressed in articles and features are of the writers and may not be those of the publisher.THE PUBLISHER ASSUMES No RESPoNSIBILITY oF ANY KIND.

Contact:

PublisherDesiMaxx Media Group LLC

1-877-598-3374 (Desi)

Editor-In-CheifDilbag (Ron) Dhaliwal

Associate EditorJagmohan Singh

Advertising & SalesRaman Singh

Art DirectorAvee J Waseer

IT ManagerRaj Sidhu

Cover Designwww.SpicyCreatives.com

Contributing WritersKen CookePash BrarJag Dhatt

Mike HoweDara NagraRay GompfKen Davey

Sonia NandaSantokh MinhasNeeta Machike

Translatoronkar Singh Saini

Editor’s Note / sMpwdkI

When I was a teen, my mom said the above lines to me and initially, the words were diffi cult to completely understand; until, she explained them to me in simple terms. She said that our brain controls our body and our actions, and this is the only part of our body that thinks. During a diffi cult time, we invest even more concentration to get out of the situation, and if you get upset, your brain can’t think properly and can’t give you the right decision. Rather, with an upset mind, most people make a wrong decision, which usually only makes the situation worse. Since the day my mom explained this to me, I’ve kept that prin-ciple in mind and whenever I get into such a situation, the fi rst

thing I say to myself is, “Keep yourself calm and don’t lose your head;” so far, have been able to successfully get out of these situations.

In our industry, we spend most of the time on the road, usually under pressure to reach our destinations on time. At the same time, we have to deal many ignorant moves by other drivers that drive us crazy. We may also have issues with our dispatchers, shippers, or receivers. But remember that if there is a problem, there is also a solution and our priority should be to keep our head calm and fi nd the right solution to solve the problem.

We are here with the September/October issue of Desi Trucking Magazine and in this issue we have included articles on various subjects. One of our articles deals with the prob-lem of undercutting of prices and although this is an issue in almost every industry, it is very prevalent in trucking. Let’s do the math? You can work 8 hours for $20/hr or work 20 hours for $8/hr. You need money to pay the bills but at the same time, you need quality time for yourself and your family. The choice is yours. As always, I wish you good luck and say,“God always bless Truckers.”

Dilbag (Ron) Dhaliwal

Don’t Lose Your Head in a Difficult Situation…

musIbq smyN vI Awpxy idmwg nUMSWq r`Ko…

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AsIN dysI trìkMg dw sqMbr/AkqUbr AMk lY ky hwzr hoey hW, ies AMk ‘c AsIN v`K v`K iviSAW qy lyK Swiml kIqy hn, iehnw iv`coN ie`k ivSw hY ryt AMfrkitMg dw[ ieh smìsAw BwvyN hr kwrobwr dI hY pr trìkMg iv`c ieh ku`J ijAwdw hI hY[ kI quhwnMU ihswb AwauNdw hY? cwhy 8 GMty 20 fwlr pRqI GMtw jW 20 GMty 8 fwlr pRqI GMtw kMm kr lE[ quhwnMU ib`l pUry krn nUM pYsw cwhIdw hY pr iesdy nwl nwl Awpxy Awp Aqy pirvwr leI smW vI jrUrI hY, cox qusIN krnI hY[ hmySW dI qrHW mYN qW isrP iehI khWgW ik pRmwqmW tr`kW vwilAW dw Blw kry…

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hux mukwbly dw Xu`g hY[ jy tr`ikMg kMpnIAW ny vI vDyry Bwr Fox dy Awrfr pRwpq krny hn Aqy Awpxw munwPw vDwauxw hY qW ies leI vI nvIN qknIk dI loV hY[sY`ilMg- cyn mYnyjmYNt ie`k AYplIkySn Prymvrk hY ijs nwl vDIAw syl hI nhIN huMdI sgoN ieh kMm vDyry vDIAw FMg nwl huMdw hY[ ieh swry cYnlW nwL juV ky kMpnI dy pihly tu`ty sMprk vI muV sQwpq kr lYNdw hY[ ienHW syl pRikirAwvW dw inSwnw ieh huMdw hY ik kstmr Bwv gwhk nwL lMby smyN leI sbMDW nUM sQwpq krnw Aqy aunHW gwhkW dw lMby smyN leI ibzns rYPrlW dyx leI ivSvws pRwpq krnw hY[ ijvyN ijvyN gwhkW dIAW mMgW bdldIAW rihMdIAW hn Aqy AwriQk vrqwry ‘c qbdIlI AwauNdI rihMdI hY auvyN auvyN hI hr ie`k kMpnI nUM AwpxI FMg qrIikAW dw vI muV mulWkx krnw pYNdw hY[pihly iv`krI krn dy FMg qRIikAW ‘c hux bhuq v`fI qbdIlI Aw geI hY[hux mu`K iDAwn gwhk Bwv KRIdx vwLy ‘qy huMdw hY[ ik gwhk kI cwhuMdw hY, kdoN cwhuMdw hY Aqy iks qrHW cwhuMdw hY[

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In today’s competitive world the trucking industry needs to un-derstand and apply formal sales strategies to monitor the profi t-ability of their freight orders. Selling-Chain Management is an application framework that helps sell better, more effectively and across all channels by establishing linkages between previously disconnected sales functions within a company. The focus of sales processes is to secure a customer relationship for the longer term and earn their trust for more customer referral business opportuni-ties. Every company needs to re-evaluate their selling strategies based on the economic environment and changes in customer de-mands. There are tremendous changes which are affecting the way traditional selling used to work. now, the focus is on the buyer, what they want, when they want it, and how they want it.

Software suites need to support these requirements by provid-ing such functionalities as sales lead management, confi guration, dynamic pricing, order entry, order management, product catalog, available to promise, proposal & quote and commission. SCM is an integrated order acquisition strategy set in a multi channel envi-ronment. The complete integrated selling chain application archi-tecture breaks the departmental walls and supports complete order life cycle that involves Inquiry/Prospect, Customization, Commit and Order processes. The goals of SCM business strategy are to:

• Make the ordering process easier for the customers• Add value for the customers• Make it easy to order customized products• Increase sales force effectiveness• Coordinate team selling

There are a number of business forces driving the need for implementing SCM. Some of these forces are:

• The rise of the Self-Service Order• The excessive cost of Presales technical support

SaleS – TaKing a TeChniCal aPProaChsylz Bwv iv`krI nUM vI qknIk dI loV hY

Continue on pg 10...

SEPTEMBER / oCToBER 2014 9

isrP

100% q`k

G`t kImq qy PYktirMg

Washington –American Trucking Associations announced a $100,000 commitment to help Trucking Moves America For-ward – the growing industry-wide movement – tell the positive stories of the trucking industry and its essentiality to Ameri-ca’s economy and communities. With ATA’s donation, TMAF stands at $700,000 towards its goal to raise one million dollars by the end of the year.

TMAF – launched in March at the Mid-America Trucking Show – is an industry-wide image and internal education initia-tive informing policy makers, motorists and the public about the benefi ts of the trucking industry to help build a groundswell of political and grassroots support necessary to strengthen and grow the industry.

“One of our most important jobs is to tell the trucking indus-try’s story,” said ATA President and CEO Bill Graves. “There’s so much to know about the safety, the essentiality and the sus-tainability efforts of this industry and Trucking Moves America Forward has been designed to do just that.”

“We have come a long way in almost two years of planning and preparation, and now ATA is proud to announce we’re tak-ing our support to a higher level today announcing a contribu-tion of $100,000 to Trucking Moves America Forward,” Graves said.

ATA’s contribution brings TMAF closer to its goal of raising $1 million to fund its educational and outreach mission.

“It is not surprising that the industry’s vendors and suppliers are embracing the movement, as well as other industry organi-zations like National Tank Truck Carriers and the Truck Deal-ers Association,” said Kevin Burch, president of Jet Express and vice chairman of ATA. “Associations like OOIDA, the Truckload Carriers Association and Specialized Carriers and Rigging Association all are spreading the message.”

“As an industry-wide image campaign, we’re happy that such a prominent industry association as American Trucking Associa-tions is now combining its in-kind contributions with fi nancial ones,” said Mike Card, Chairman of the TMAF Fundraising Committee and president of Combined Transport. “TMAF has been overwhelmed with the support we’ve received from all corners of the industry and look to continue this momentum this year and beyond.”

American Trucking Associations Donates $100,000 to Trucking Moves America Forward

quhwfy tr`k nUM loF cwhIdw hY?

NEED LoADS

September / october 201410

Sales – Taking a Technical Approach

• The increasing cost of order errors• The proliferation of channels• The increasing complexity of products• The rise of deregulation and mergers and acquisitions• The increasing of online sales through IRM (Internet Relation-ship Management)The elements of an SCM infrastructure include:• Sales Configurator: For complex order processes involving build-to-order products, configuration is a basic prerequisite for doing business. Modern system configurators are designed to go beyond checking to see whether a product is configured correctly. They embrace the needs of the customer and enable a sales force to generate requirement-based configurations and quotes.• Pricing: Selling complex products requires effective pricing con-figuration support. Pricing configuration and update management tools assist companies with developing, managing, and deploying complex pricing and discounting structures to their selling channels.• Proposal and Quote Generation: This includes opportunity creating and tracking, interactive needs assessment, automatic quote generation and proposal wizards.• Commission and Contract Management: There are three core modules: incentive design, incentive processing, and incentive analysis. Compensation design, planning, contract management and processing are the most complex, error-prone and time con-suming areas.• Order Entry and Management: The order entry and acquisi-tion process goes through a series of steps like:

1. Identify potential customer2. Understand customer needs3. Validate needs with customer4. Develop alternative scenarios5. Translate into production terms6. Determine configuration, cost and price7. Determent terms, availability and delivery8. Present Bid/Proposal to customer9. Evaluate and revise bid10. Prepare Order

• Internet Relationship Management (IRM): It helps deliver tar-geted, dynamically generated content to a company’s customers. It is used to manage customer interaction and for deriving revenues.

SCM applications are attempting to solve problems in:

1. Standardizing best selling practices2. Closing more sales3. Increasing average order size4. Multi channel selling

A multi channel selling infrastructure is necessary for a company to manage all facets of the order process. Following this process, companies attract new prospects by providing them with easy ac-cess to product and service information before they buy. After the sale, the same level of service builds the type of loyalty that turns customers into company advocates, resulting in up-selling and cross-selling opportunities, as well as new customer referrals. This way, CRM and SCM really helps the company to attract custom-ers, make sales, and then retain them as lifetime customers.

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...Continue from pg 8


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TECH TID-BITS by JAG DHATT

According to Volvo, the new 2016 VN series highway tractor will deliver even better

fuel efficiency, and thus savings, as compared to earlier models. Changes to the bumper, chassis, and roof fairing designs will reduce air turbu-lence around the vehicle exterior and will improve air flow under the truck, around the tires, and in

the trailer gap. In addition, Volvo is building upon its XE – eXceptional Efficiency – packages with

improved gearing modi-fications to further boos fuel economy. Finally, de-pending on the rear-axle load, the new overdrive system can sense and lock out the 12th gear and provide performance and fuel-efficiency of direct drives.

FleetCor Technologies, Inc. will acquire Com-data from Ceridian LLC for $3.45 billion by

December of 2014. This merger is a natural one and FleetCor.’s CEO, Ron Clarke, is very excited about bringing the two companies together. FleetCor is a global provider of fuel cards and

workforce payment products to businesses while Comdata provides fleet, virtual card, and gift card payment systems to over 20,000 customers. Comdata has about 1,300 employees and does over $54 billion in payments annually. The acquisition of Comdata by FleeCor follows a trend of companies investing heavily in the fuel card business.

Three new UPS centres will be opening in BC in order to expand its operations

in Canada and support new jobs. The three centres are slated for Kamloops, Nanaimo, and Comox; in addition, the Kelowna office will also be expanded and upgraded. UPS Canada

president Michael Tierney said, “Expanding our service in BC and across Canada is fueled by market opportunity and customer demand. UPS continues to invest in new capabilities and network capacity to secure customers’ confidence and enable their long term growth.” The expansion and opening of the four centres will represent a multi-million dollar investment and will provide about 80 jobs. The planned expansions are expected to be completed by November of this year.

Building on its already existing MP8 platform, Mack has announced a new 505-hp Mack

MP8, called the 505C+. This new engine will be churning out a whopping 1,860 ft-lb of torque and should increase fuel efficiency.

Mack says the engine, “is ideal for long-haul applications, especially those in mountainous terrain,” where extra power and torque is necessary. Now available for order and delivery, the new engine is available in the Mack Pin-nacle Axle Forward and Axle Back models.

Carrier Transicold, a company built on helping improve transport and shipping of temper-

ature-controlled cargoes, says its new APX remote panels add convenience and efficiency for refrigerated transport. These remote panels, now placed in locations more easily accessible to operators, are available in two configurations: “flush-mount,” designed for mounting inside the trailer near the doors and, “surface-mounts,” for

use on trailer exteriors. Both configurations of panels include the same dashboard display – a large, backlit screen, lined by labeled controlled buttons and menu keys – which makes operation easy and intuitive. These new panels incorporate the same plug-and-play control setup of Carrier Transicold’s latest units by using CAN bus com-munication protocols.

Do you want to design and build your own Model 579? It’s pretty straight forward,

according to Peterbilt. Simply use the new configurator tool at www.peterbilt.com and from there, pick a colour, select sleeper or cab, and fine tune your PACCAR MX-13 engine. Accord-ing to those who have used it, the new online configurator tool is fun, immersive way to build your custom Model 579. From the comfort of your own home, customize your truck virtually

and then save and email an image of it to your nearest Peterbilt dealership. Just like online

automobile configu-rators, each time a selection is made, the screen shows an updated image based on the user’s choices. Options for configuration include sleeper or day cab, interior trim

packages, exterior colour, axles, aerodynamic fairings, bright options, and performance levels for the MX-13 engine.

For 2015, Freightliner Trucks has announced that the Cummins

Westport ISX12 G heavy-duty natural gas engine will be available as a factory-installed option for the 114SD severe-duty truck in 2015. This natural gas engine coupled with the severe-duty truck will be ideal for jobs such as mixer, crane, and sewer vac. Ratings of up to 400 hp and 1450 ft-lbs of torque will come from this

12-liter natural gas engine, which can operate on compressed natural gas (CNG) or liquefied natural gas (LNG). The 114SD was available with a CNG option with the 9-liter Cummins Westport, but a larger displacement engine was needed for severe jobs. Freightliner has sold more than 3500

natural gas-powered trucks since 2008 and this is another addition to an already successful fleet.


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Washington –American Trucking Associations testifi ed to Congress that the industry invests more than $7.5 billion in preventing crashes on the nation’s highways.“The trucking industry places safety at the top of its priority list,” ATA Executive Vice President Dave Osiecki told the Senate Commerce Committee’s subcommittee on surface transportation and merchant ma-rine infrastructure, safety and security. “Our industry spends more than $7.5 billion each year on safety, and that investment is making a difference,” Osiecki said. “Over the past decade the number of large trucks involved in fatal crashes has dropped 17% - even with the industry operating an additional 2.7 million trucks and driving an additional 54 billion miles. More trucks, billions more miles, fewer crashes.” Those investments include safety training, safety-related bonuses and incentives for drivers, active safety technologies like collision mitiga-tion, active braking and video monitoring and electronic logging de-vices. Trucking’s investments, Osiecki said, are only part of the solu-tion - calling on the federal government to do more to address highway safety by addressing the primary causes of crashes. “Driver error causes most crashes. More specifi cally, driver mistakes and driver misbehaviors - by both professional drivers and passenger vehicle drivers,” he said. “In fact, car drivers contribute signifi cantly to truck crash numbers. If the regulatory, enforcement and safety program lens is focused properly on the most common mistakes and misbehav-iors by all involved in the safety equation, big safety gains are possible.” Osiecki cited reducing speed, electronic logging and stability control rules along with aggressive on-road enforcement of driver behavior as areas the government should be focused on to improve safety.

Arlington, Va. – American Trucking Associations’ advanced seasonally adjusted For-Hire Truck Tonnage Index rose 1.3% in July, following a decrease of 0.8% the previous month. In July, the index equaled 130.2 (2000=100) versus 128.6 in June. The index is off just 0.6% from the all-time high in November 2013 (131.0). Compared with July 2013, the SA index increased 3.6%, up from June’s 2.3% year-over-year gain. The latest year-over-year increase was the largest in three months. Year-to-date, compared with the same period last year, tonnage is up 2.9%.The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fl eets before any seasonal adjustment, equaled 133.3 in July which was 0.8% above the previous month (132.3). “After a surprising decrease in June, tonnage really snapped back in July,” said ATA Chief Economist Bob Costello. “This gain fi ts more with the anecdotal reports we are hearing from motor carriers that freight volumes are good.”Costello added that tonnage is up 4.9% since hitting a recent low in January.“The solid tonnage number in July fi ts with the strong factory output reading and a jump in housing starts for the same month,” he said. “I continue to expect moderate, but good, tonnage growth for the rest of the year.” Trucking serves as a barometer of the U.S. economy, representing 69.1% of tonnage carried by all modes of domestic freight transporta-tion, including manufactured and retail goods. Trucks hauled 9.7 bil-lion tons of freight in 2013. Motor carriers collected $681.7 billion, or 81.2% of total revenue earned by all transport modes.

ATA Tells Congress Trucking Invests At Least $7.5 Billion in Safety

ATA Truck Tonnage Index Increased by 1.3%


As a driver, you are expected to not damage, and even protect your cargo. Most carriers have trained their drivers to secure cargo properly, operate special equipment, like reefers and heaters and how to properly sign bills of lading. However, if you haul enough freight enough miles, something is going to get broken. Either you or you and your company may be held responsible. Over the years a large body of legal prece-dence and statute law has been established around the carriage of goods. Legal presi-dents are laws that are created when judges decide cases. Statute law is Law created by legislators. When companies want to be very specific they enter into a contract and agree to what law is to be enforced . claims involve a 3 types of law. Here is some in-teresting background for drivers on how li-ability for claims is determined.

In both Canada and the USA, the claim-ant is not required to prove the carrier was negligent- that is- actually did something wrong. The fact the goods are damaged is all the evidence needed to make the trucker

responsible. The rules are slightly different in Can-ada and the USA with the main difference that in Canada, a truck-ers’ liability is a little more lim-ited. If the ship-ment crosses the border, it may

take a team of lawyers to determine if do-mestic Canadian law can apply. Typically USA law applies regardless of the direc-tion of the goods or where the owner of the goods resides.

In Canada, most provinces regulate “conditions of carriage” based on a na-tional standard approved in the 70’s. You can come across them, usually printed on the back of a Bill of Lading. They set out how claims are handled when more that one carrier is involved. They also hold the car-rier liable for damages to the goods it trans-ported, without proof of negligence, unless it can prove it was not negligent. There are few exceptions.

Uniquely in Canada, liability is limited. The value of any lost or damaged goods is limited to the lesser of $2.00 per pound (4.41 per kg) computed on the weight of the shipment or the commercial value at the time and place of shipping. Of course, the shipper can declare a value that exceed the 2.00 per pound limit, and the carrier can make additional charges for assuming this additional risk. Still no carrier is bound to carry articles of extraordinary value, and if the value is not disclosed, the applied valu-ation is at 2.00 per pound.

In Canada used or uncrated cargo can move at the “owner’s risk of damage”. A driver should make sure to make this nota-tion on the bill of lading that used or un-crated goods are moving When goods are moving at owners risk, the risk only cov-ers risks incidental to the transport, like for example if a knob or handle broke off of

a small machine. The carrier is still liable for any losses caused by negligence, for ex-ample a roll over or fire that destroys the small machine.

In the USA Cargo claims are adminis-tered as per the Carmack Amendment to the interstate commerce act. It is found in Title 49 of the United States Code. The Carmack Amendment holds the carrier liable for damages to the goods it transported, with-out proof of negligence, unless it can prove it was not negligent and/or that one of the basic exceptions applies. Unlike Canada, there is no statutory limit to the value of cargo under the Carmack amendment so any limit on the trucker’s liability would have to be specifically stated in a contract. Further, instead of valuing product at time and place of shipping like in Canada, the Carmack amendment does not specifically say how value is determined. From my ex-perience and from what I have read about court cases the value of the goods is usually interpreted to be the difference between the market value of the property in which it should have arrived at the destination, less the market value of the goods in the actual condition in which it arrives.

The 5 basic exceptions to trucker’s li-ability are:

1. An act of God 2. An inherent nature or vice of the

goods 3. An act of the shipper 4. An act of the public enemy 5. The authority of law These same basic protections, with

- Ken Davey

Cargo Claims

Drivers must be very diligent when they sign for cargo at both the pickup

and the delivery points.

CargoClaiMS


Cargo Claims

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slightly different wording, are present in the Canadian, Conditions of Carriage. With small differences the rest of what follows applies to both countries.

Drivers must be very diligent when they sign for cargo at both the pickup and the de-livery because liability for the for cargo is assumed to be the carrier. In order to claim for cargo damages, all a company has to do is show the good were in good condi-tion when given to the carrier and that they were is a bad condition when given to the consignee. Then, they have to document the amount of loss. In the event of non-delivery, the loss is total. Therefore, what you write on a bill of lading at pick-up or delivery is crucial.

Let’s say you have a shipment of boxed carbon. Some of the boxes contain dia-monds, some of them contain coal. If you make a delivery, and the consignee marks 2 boxes damaged without noting, a model number or a description of exactly which 2 boxes were damaged, your company could pay for damaged diamonds when coal was actually damaged. For the same reasons notations like “Shippers load and count”, “sealed load “ and “said to contain” are very important. Exact piece counts and cargo temperature records are also very important.

Your company only has 3 choices when dealing with a cargo claim. They can pay the full value of the cargo claim or deny li-ability based on one of the five exceptions or pay a limited amount based on, in Canada 2.oo per lb or in the USA a contracted limit.

Lastly, it is hard to think of this kind of legislation as protecting truckers, but that is what it does. A contract can overrule any provisions of the Carmack Amendment or the conditions of carriage. Contract lan-guage, for example, can be used to incorpo-rate conditions or to waive any rights or re-sponsibilities outlined under Carmack. The waiver must be in writing, and if waived, parties are left to the terms of the contract rather than established law.

Consequently, whenever something is added by a shipper to a bill of lading or a separate contract is necessary to govern the relationship between the shipper and carrier, like for example a brokerage agreement, it typically removes a protection of the carrier. For example, by Statue law, a trucker is not required to deliver a shipment in any specific time frame other than Due Dispatch. How-ever as soon as someone puts on a bill of lading, “must deliver by” then the “deliver by time” becomes a term of the contract and the trucker may have to pay a claim because they deliver late.

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By: PASH BRAR

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

importing vehicles and trailers from the USA.

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There is competition in every industry, including trucking. A very common way of overcoming competition in trucking is to undercut when bidding for the load. By undercutting, I mean to offer a lower price than your competition for a load. This es-sentially takes that load away from the competition. now that the load has been obtained by offering the lower price, has it neces-sarily made that company any money? Often the end result may not be all it seems.When bidding on a load, there are obvious factors that must be taken in to account to earn money. The distance being travelled, fuel being consumed, any extra insurance costs, extra permit costs, time to load and unload, is there a backhaul, pay to the driver, truck and trailer maintenance etc. These factors must be taken in to account for each load bid on. If the price is too low to make money, why would anyone take a load for a loss? There are companies which are taking loads for a loss, and many in the industry are saying it is these companies which are destroying the current trucking industry today.In BC there was a strike in March of 2014 at Port Metro Vancou-ver due mostly to pay issues. Rates, unpaid time spent waiting and undercutting were the big issues. hundreds of millions of dollars worth of cargo was left stranded at the docks during the 28 day dispute. In June 2014 there was a strike threatened again because the pay increases promised from the previous dis

UNDERCUTTING IN TRUCKING


pute settlement were not being honored which should have taken place on April 3. They were accusing companies of not paying the agreed pay increases all to make a profi t. When loads are undercut, there are very few ways to now earn a profi t, and often it is at the expense of the truck driver. Pay the driver less so the company can earn a profi t.

The truck driver is who often suffers the wrath of undercutting. Recently in BC a few trucking companies banded together to un-dercut each of their loads by $400. I have a few drivers working for one of the companies. They immediately left to go work else-where and so did most of their colleagues. Other trucking com-panies were lining up to hire the disgruntled truckers. The drivers I know personally who left are hardworking, honest men trying to support their families. As they told me, they cannot provide for their families by staying with a company who agreed to undercut loads and make them pay for it. Running at a loss was not an op-tion for the drivers.

I see the pay statements for all of my drivers. I see pay discrep-ancies on most of them. The rate does not match what the driver has written on their pay envelope. Drivers tell me that they ask for the rate and are sometimes not even told and have to take a load not knowing if they can cover even their fuel costs. Or they ask one day and its one rate, and the next day the same load is a different rate, and their friend at the same company is quoted another rate entirely for the exact same load. I had to deal with a wife of one of my drivers who was crying her eyes out. She was asking why the company couldn’t just pay her husband who risked his life every day driving to feed their family, honestly. he left that company I’m happy to say along with 14 others. Without drivers, you have no business.

With competition everywhere, undercutting is not the only way to get a load and to earn a profi t. Whether it’s in trucking or in any business, we all have competition. It’s how we deal with that competition that sets us apart. Prompt courteous service and cus-tomer service is an excellent tool. Competition helps businesses to build loyalty to your good service. When others offer the same services you do, you must distinguish yourself. Education and innovation are invaluable. See what competitors are doing right and wrong and learn what you can do to make your business that much better. In trucking it’s your drivers who are your service tools. Educate them and work as a team. learn your core market with the drivers. They’re the one’s seeing everything on a daily basis. get their feedback and have them participate in the com-pany. When the drivers are happy and involved, and earning a profi t, the whole industry earns a profi t.

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PROVENFUEL EFFICIENCY.

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“ Customer service is our company’s highest priority. We are able to reach our goal of 99.9% on-time deliveries while maintaining 7+ MPG. That’s why we trust Volvo Trucks.”

– Tray Sihota and Perman Sihota, Royal Express Inc.

“ swfI kMpnI leI kstmr srivs sB qoN mh`qv pUrn hY[AsIN Awpxw smyN isr filvrIAW phuMcwx dw tIcw 99.9% pUrw krn ‘c s&l hoey hW auh vI 7+ mIl pRqI gylx qyl ^rc ky[ iesy krky AsIN vOlvo tr`kW qy Brosw krdy hW”

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Overall U.S. freight tonnage will rise nearly 25% and revenues from that freight will surge above 70% over the next decade, per the latest long-term freight forecast released by the American Trucking Assns. (ATA).

The ATA U.S. Freight Transportation Forecast to 2025 predicts further growth not just for trucking industry, but for the entire freight economy, according to ATA chief economist Bob Costello.“We continue to see growth for the entire freight economy– but we also see that trucking will maintain its position as the nation’s dominant mode of freight transportation,” Costello commented.Forecast was produced by ATA in collaboration with IhS global Insight.

Findings of the long-range freight outlook include:• Overall freight tonnage will grow 23.5% from 2013 to 2025 and freight revenues increase by 72%• Growth in overall freight volume is pegged at 2.8% per year from 2014 to 2019, then it tapers off to 1.0% during the next six years, through 2025• Trucking’s share of freight tonnage will increase from 69.1% in 2013 to 71.4% in 2025• Rail intermodal tonnage will grow 5.5% annually through 2019 and 5.1% a year through 2025— yet rail market share will shrink from 14.5% of all tonnage in 2013 to 13.8% in 2025Forecast also breaks down freight movements regionally, by both percentage of inbound and outbound tonnage.“Truck freight generated nearly $682 billion in revenue last year, which is a new record,” stated Costello in introductory remarks to Forecast.

“According to IhS global Insight,” he continued, “total truck ton-nage, including for-hire and private carrier operations, hit 9.68 bil-lion tons in 2013, the highest level since 2008. As of last year, total tonnage was up 13.6% from the low in 2009.”

Costello remarked that “despite the slow [economic] recovery so far, the long-run [freight] outlook still remains bright for nearly all modes.”he added that key contributors to the projected “robust growth” will involve “many factors,” including trends in manufacturing, consumer spending and international trade.

Trucking trends the report highlights:• Trucking will increase its share of the freight pool because trucks dominate the transportation of general commodities— and those will continue to grow at a faster rate than bulk commodities. Trucking will also gain from rising U.S. crude oil and natural gas production• As demand/production of key truck-oriented commodities im-proves, trucking’s market share of tonnage should expand to 70.9% in 2019 and to 71.4% by 2025• Trucking’s share of total revenue is estimated to reach 81.5% in 2025, vs 81.2% in 2013• Truckload volume will expand 3.5% per year from 2014 to 2019 and then by 1.2% per year from 2020 to 2025. This projection refl ects the anticipated performance of key commodities and freight-market segments• Truckload carriers are seen as increasing their use of railroads to handle intermediate and long-distance trailer hauls through the forecast period• Less-than-truckload (LTL) volume is forecast to rise from 145.0-million tons in 2013 to 177.7-million tons in 2019 and then to 204.6-million tons in 2025— which would translate into an av-erage annual growth of 3.8% from 2014 to 2019 and of 2.5% dur-ing 2020 to 2025• Private-carrier volume is expected to expand by 3.0% per year in 2014 to 2019 and then by 1.0% per year in 2020 to 2025• The private-carrier share of total transportation volume is fore

2025

Solid growthfor “entire freight economy” out to 2025

American Trucking Assns.

Continue on pg 22...


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The Speed Limiter debate goes into high gear.

WASHINGTON -- Initiated in March 2011, the federal notice of proposed rulemaking by NHTSA responds to a petition by the American Trucking Associations and Roadsafe America to cap the top speed of newly manufactured trucks at 68 mph.

FMCSA joined the process in May 2013 by adding a retrofi t provi-sion for existing trucks.

The NHTSA and FMCSA notices are technically separate, but their dates are synched up to advance simultaneously. Both agencies sub-mitted their proposals to the Offi ce of the Secretary of Transporta-tion on Aug. 8, and both target a publication date of Dec. 12, 2014.

Once an NPRM is published, the federal agencies are required to open a public comment period – in this case for 90 days.

cast to “hold steady at 34.9% throughout the forecast period-- com-pared with 34.4% in 2013

The 75-pg report sums up the basis for its rosy forecast by pointing to numerous positive factors that are expected to play out over the next eleven years.

For starters, Forecast expects U.S GDP to improve in the years ahead, with growth of 2.9% realized in 2014 to 2019 and of 2.4% in 2020 to 2025.

“The domestic economy remains the driving force behind the per-formance of the nation’s freight pool, with foreign trade playing a secondary, but signifi cant and growing role,” the report’s authors assert.

What’s more, they contend that “if we are right about the future path of the U.S. and global economy, the nation’s freight pool could grow by 23.5% over the 12 years from 2014 through 2025.”

More specifi cally, per the report, a “cyclical snapback” in hous-ing and construction from 2014 to 2016 will help support freight tonnage growth of 16.6% from 2014 to 2019. In addition, it noted that general commodities will continue to expand at a “faster pace” than bulk commodities.

As for the negative side of things, the authors of Forecast point out that, “healthy long-term growth in the United States cannot be maintained without healthy spending on the transportation infra-structure, state-of-the art equipment, and technology.”

They conclude by stating that their forecast “remains vulnerable to ‘shocks to the system,’ such as a territorial dispute with China involving its neighbors or the United States; a worsening of the already dicey situation in the Middle East; an oil supply crisis that would send crude-oil prices spiraling higher, or [the occurrence of] major natural disasters.”

...Continue from pg 20


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Every day I am contacted by a potential cli-ent and the same question comes up over and over again. Should I get new equip-ment or used equipment? There are advan-tages and disadvantages to both, but each person or company is different, so each situation is different.With trailers you will have to buy new in most cases. Used trailers are very hard to come by. If a used trailer is in good condi-tion, it’s sold in a few minutes and that’s no exaggeration. Unless you know a com-pany selling their used trailer or an owner/operator who’s selling, it’s very hard to find. I found a nice flat tandem trailer re-cently and the photos were sent to me. In the amount of time it took for me to look at the photos and email back to ask the price, the trailer was sold. That’s fast! Any used trailer that’s been sitting for awhile unsold, usually has something wrong with it, like rust or can’t be used in California due to its age. If it was any good, someone would have bought it already. With a truck you’re looking at a large in-vestment if buying new. New sleeper highway trucks range in price from $135-$165,000 range and then add tax. With this, you will have a bigger down payment and higher payments if financing. But the maintenance will be much lower. Minimal work, like a grease, oil change and tune ups are needed and there are proper warranties.

The first year is your year to make money. Save up and make as much as you can. The second and third year you start needing things like new tires and the costs go up. A lot of financing companies only want to finance new trucks as they are seen as less risky with the warranties. In the long run, the new truck will cost much less than the used truck in maintenance. It will also give you higher resale value if trading in or sell-ing again for another new truck. With the higher costs of a new truck, you may not qualify for the loan. It’s hard for me to crush a person’s dream of owning a new truck, but if you live in a basement suite, have been in the country only a year or two, have only a year or less trucking ex-perience, have $10,000 or less for a down payment, or have very little credit, you may not be able to get a new truck at this time. 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

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New or Old ?

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 ei-ther, 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 fl ow go-ing. A bad used truck can mean going al-most 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 fel-low truckers. Ask around. Leasing com-panies will not fi nance 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, in-sulation, 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 deal-ership will often reward you with a good price. If you shop around in every prov-ince and state, it has potential to catch up with you when the local dealership fi nds 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 mile-age day cab. His lease is 3 years and pay-ments 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 trail-er 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 clear-ly cannot afford something new, is being pushed by a sales person. I’ve seen where the fi nance 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 benefi ting from this is the sales person getting a commis-sion cheque. The driver gets no tax write offs, the company he/she works for does, and they are stuck working for that com-pany until the loan is fi nished. 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 ar-rangement 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 fi rst. Know the prices, have money in the bank ready for a down payment, have money for re-pairs set aside, know what equipment you want, and be ready to negotiate!


New or Old ?

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Regardless of how often carriers cross the Canadian or US border with com-mercial goods, they require an electronic entry to the CBSA and CBP with a bar code, which is called E-Manifest.

What is E-Manifest?The Canadian Border Services Agency

(CBSA) and US Customs and Border Pro-tection (CBP) are committed to delivering a reliable and efficient commercial border process to provide tangible benefits to the trade community.

E-Manifest is a virtually paperless process that starts before shipments reach the border. The collection and risk assess-ment of advance commercial information, sent electronically to the CBSA and CBP, allow low-risk shipments to be identi-fied prior to arrival and be processed in a more efficient manner upon arrival at the border.

What will happen if a carrier does not submit an E-Manifest?

If a carrier is non-compliant to the man-datory E-manifest services, CBSA and CBP will issue monetary penalties. Drivers may also be turned back from the border.

When does the carrier have to submit the shipment information with CBSA and CBP?

Carriers have to submit the shipment information with CBSA or CBP before the arrive at the border. It should be done at least one hour before the driver reaches the border.

What are the requirements for border crossing?

Coming into Canada: In order to set up an E-Manifest portal

user account with CBSA, carriers require a Carrier Code. A carrier also has to get printed bar-coded labels called PARS. These

bar-coded labels include the carrier code with a unique shipment number to create a cargo control number. An administrative penalty of $1,000 will be imposed on car-riers if bar-coded labels are not presented with their shipments upon arrival at the Canadian border.

Coming into the United States: In order to register with the CBP, carri-

ers are required to have a Standard Carrier Alpha Code (SCAC). This is a unique two-to-four-letter code used to identify transporta-tion companies. A carrier also has to get printed bar-coded labels with the SCAC code and unique shipment numbers to cre-ate a shipment control number. These are also called PAPS Labels.

Where can I get more information and applications for an E-manifest portal log in?

Call us at our toll free number 1-800-965-9839.

What is E Manifest / ACI ?

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What is E Manifest


There are thousands of loads in transit every day within Can-ada and the U.S. While many carriers specialize in the transport of certain commodities such as steal, chemicals, etc, the most fre-quent load type continues to be general freight. This particular type of commodity has no universal shape or form, and therefore requires expert knowledge in freight handling as well as provincial and interstate regulatory procedures. This week’s article will take an in-depth look into the multi-dimensional rules and regulations governing the transfer of general freight, and the precautions one must take when hauling this form of cargo.

What is General Freight

General Freight is best described as “a wide variety of commodities in standard trailers”. This particular type of freight can be both Truckload and Less-Than-Truck Load. In most cases, carriers who handle general freight will pick up multiple shipments and consolidate the freight to form a truckload. This can often be a tedious process, and carriers must factor in extra weight, and fuel consumption when shipping this type of cargo as it requires multiple pick-ups and deliveries. Carriers must also take into consideration the additional paperwork that must be completed to haul multiple shipments, even if they are to be consolidated into a single trailer-load. Each individual shipment must have a separate bill of lading, and cus-toms identification number if crossing the border. In essence each partial load must be treated as individual freight, with its own sup-porting documentation.

General Freight Classification System

There are several different forms of general freight, and each type is accompanied by an individual identification code. This uni-versal code is used by motor freight regulatory agencies to moni-tor shipments and identify the thousands of different commodities that are in transit on a daily basis. The organization responsible

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- Dara NagraMBA PMP ®

kI qusIN jnrl Bwr FoNdy ho?

ARE yOU hAUlInggeneral FreighT ?


for administering the codes used for clas-sifying freight is known as the National Motor Freight Traffi c Association. Each form of general freight falls into a specif-ic class, which is uniquely identifi ed by a “NMFC” code.

Why do Carriers Consolidate Freight?

Freight Consolidation is utilized as a powerful tool in maximizing profi tability when shipping freight. With increasing fuel prices, and a continuous shortage of driv-ers, Carriers must ensure the most effi cient procedures are in place to minimize opera-tional costs, and capitalize on freight con-tracts. For most carriers this goal can only be achieved through the transportation of Full Loads, whereby the trailer is fi lled to its maximum capacity. Freight consolida-tion helps attain this goal because various general freight shipments from different shippers are combined into a single trailer. This strategy saves the shipper a signifi cant amount of money, as the company does not have to reserve a full trailer for only a par-tial load. The carrier also benefi ts from this practice, as effi ciency and fl exibility are signifi cantly increased.

What is the difference Between General Freight and Specialized Freight?

The difference between general freight and specialized freight is essentially quite simple. Specialized freight refers to com-modities, which require specialized equip-ment to transport. General freight is mostly transported in regular trailers, such as vans, high cubes, & straight body trailers. Ex-amples of specialized freight would in-clude, lumber, steel, industrial machinery, pipe lines, and air craft components. These particular goods require much more at-tention then general cargo, to ensure road safety. Lumber and Steel for example are extremely heavy com

General Freight

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There are several iterations of the trucking business. First, there is the lo-cal operation, where the driver doesn’t exceed 100 kilometers from

his or her home base. Secondly, there is medium haul, where the driver doesn’t exceed 800 kilometers from home base. In both of these situations, establishing some semblance of home life isn’t all that difficult with proper planning. For the most part, a driver isn’t going to miss important familial occasions – with proper planning and co-operation with dispatchers/em-ployers, necessary home time can, and is often, achieved. Often, a driver can even count on weekends off.

It is the third type of operation that makes a good home & work life balance almost im-possible; yet, proper planning and co-operation can change the words from almost impossible to almost possible. This third type of trucking is, of course, the long haul.

There are several types of long haul: the first is the dedicated route where the driver leaves one city and is bound for a distant city on a regular basis along the same route over and over. Often times, this type of operation involves taking a load from close to home base, reach-ing a destination, unload, and returning back to home base. These types of dedicated routes often lend themselves to the team type operation where two drivers work together so they can achieve 22 hours of travel in each 24-hour window. The other type of long haul is where the driver follows the load and reloads as close to the original deliver point as possible, bound for another location not necessarily in the direction of home base. These long haul situations are generally over the 800-kilometer mark and sometimes, well beyond. Often, this type of opera-tion involves coast-to-coast travel and it’s a situation where the driver could be away from home for months at a time. In this type of work, there has to be clear planning so that there is quality in the home life of any description.

With your employer, establish the important dates for your family well in advance: birthdays, graduations, religious holidays, statutory holidays, anniversaries, personal vacation times and the like should be planned so that they don’t just surprise you or your employer. They are usually known years ahead of time so it should be fairly easy to reach some sort of compromise with your employer to achieve these. It’s the parent teacher interviews that are next to impossible so if these kinds of issues are important to you, then instead of working out the compromise with your employer, then perhaps it would be easier to work out a compro-mise with the school. Often times, the school will work out specific arrangements because of the lifestyle of trucking.

Just because somebody may want you to do something at a specific time, which may not be convenient, doesn’t mean you have to just be accepting. you need to learn how to negotiate properly so you are able to achieve those things that need to be accomplished. For the most part, people understand that you have an important job that doesn’t fit the mold of the major-ity. So, learn to negotiate effectively. life is about compromise and negotiation. learn both of these skills. Employers that dictate every detail of your life and never allow you to negotiate to meet your personal and familial needs are those with whom you do not want to be associated. If your employer doesn’t work with you to achieve your goals and objectives, then find one that will. There is a shortage of good and qualified drivers in this country. Therefore, drivers of quality and qualification need to exercise some backbone and ask for what they want.

The government rules and regulations over the past several years have made the quality of a personal life much more difficult to achieve. Many of these rules and regulations have been sold as assisting in making the highways safer. The reality isn’t a safer highway, but merely it’s the lawmakers exercising more control over the driver pool, effectively putting the driver into virtual subservience.

Many of our homegrown drivers have just given up on trucking because of these new draconian rules and regulations and as a result, the governmental changes exacerbated an already fairly serious driver shortage. The answer to the driver shortage has been to import drivers from overseas. Our newly imported drivers from outside north America, in the minds of the employers, are just happy to be employed even at less money than would be acceptable to homegrown drivers.

Recently, I noticed a sign on the back of a trailer, while I was on an intercity drive, that bragged this particular company was paying drivers 34 cents a mile and that one should call their special 800 number to become employed. I was paid 34 cents a mile too, but that was 25 years ago. how can today’s wages be the same as they were two or three decades ago?

The lifestyle of trucking covers many factors for individual’s lives, both family and work related. There is a definite requirement for companies to work with drivers to achieve a reasonable home & work balance, but more so, companies have to find a better way to com-pensate drivers.

The new government regulations, that have been industry driven, have eaten away close to 20% of the driver’s potential income over the past several years. There is no sign that this

- G. Ray Gompf

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downward slide in potential income of drivers is abating.

If being paid by the mile is the one and only way to encourage productivity, then there must be some recognition for the driver’s non-productive hours, which he or she must work and earn zero. Being paid by the mile means that if the wheels aren’t turn-ing the driver doesn’t make a nickel even though they are being forced to perform oth-er labor-intense duties. Also, with the new government rules and regulations, downtime isn’t always done at home. When a driver is forced to take down time away from home, there must be some compensation. The en-tire pay structure of the industry is defi nitely in need of review and revision, especially in light of these new draconian rules and regulations that have had a negative effect on a driver’s income. Some of these neces-sary modifi cations may be negotiated with progressive employers. It’s not just about negotiating adequate, necessary home time; it’s also about negotiating adequate, neces-sary pay for all work performed, not just that time when the drivers is actually moving. If an employer isn’t willing to negotiate terms and conditions, then move on to one that will.

About thirty years ago, the industry broke the union hold on the work force, re-ducing the unionized portion of the work-force down from virtually one hundred per cent to about ten per cent. Because there is almost no ability to collectively bargain within the industry, drivers must learn how to effectively negotiate their own employ-ment contract. Do not just accept the em-ployment contract set up by the employer. The employer needs your services and you need the employer. In the absence of collec-tive bargaining, it is your responsibility to negotiate with your employer. If the employ-ment contract doesn’t meet your needs, then negotiate a deal that will. never just sign the employment contract without reading it and at the very least, take that employment con-tract to a qualifi ed lawyer to ensure it meets your needs. Employment is a two way street, especially when the driver has to sacrifi ce so much of his/her personal life.

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


Desi News

U.S. Department of Transportation Annouces Advance Notice of Proposed Rulemaking to Begin Implementation of Vehicle-to-Vehicle Communications Technology WASHINGTON – The U.S. Department of Transportation’s (DOT) National Highway Traffi c Safety Administration (NHTSA) August 20, 2014 released an ad-vance notice of proposed rule-making (ANPRM) on vehicle-to-vehicle (V2V) communications technology.

“Safety is our top priority,

and V2V technology represents the next great advance in saving lives,” said U.S. Transportation Secretary Anthony Foxx. “This technology could move us from helping people survive crashes to helping them avoid crashes alto-gether – saving lives, saving mon-ey and even saving fuel thanks to the widespread benefi ts it offers.”

The report includes preliminary esti-mates of safety benefi ts that show two safety applications - Left Turn Assist (LTA)

and Intersection Movement Assist (IMA) – could prevent up to 592,000 crashes and save 1,083 lives saved per year. Put

another way, V2V technology could help drivers avoid more than half of these types of crashes that would otherwise occur by providing advance warning. Additional ap-plications could also help drivers avoid im-

minent danger through forward collision, blind spot, do not pass, and stop light/stop sign warnings.

“By warning drivers of imminent

danger, V2V technology has the potential to dramatically improve highway safety,” said NHTSA Dep-uty Administrator David Friedman. “V2V technology is ready to move toward implementation and this re-port highlights the work NHTSA and DOT are doing to bring this technology and its great safety ben-efi ts into the nation’s light vehicle fl eet.”

The information sent between

vehicles does not identify those vehicles, but merely contains basic safety data. In fact, the system as contemplated contains several layers of security and pri-vacy protection to ensure that vehicles can rely on messages sent from other vehicles.


Desi News

CASE accreditation

For Mack and Volvo

Training Programs

GREENSBORO, N.C. – The National Institute for Automotive Service Excel-lence has bestowed Continuing Automo-tive Service Education (CASE) accredita-tion upon Mack Trucks Academy and the Volvo Trucks Academy as announced to-day.

The accreditation program stringently re-

views the training programs of providers against the industry standard to ensure best practices are being met.

Both Mack and Volvo were proud to re-

ceive the accreditation.

“Receiving CASE accreditation spotlights

the high-quality training programs offered through Mack Trucks Academy,” said Ste-phen Roy, president of Mack Trucks North American Sales and Marketing. “Meeting CASE standards shows Mack’s commit-ment to developing exceptional training programs to help increase the service and support for our customers while continu-ing to support our dealers.”

The Mack Trucks Academy provides train-

ing for 14 different dealership job roles, like parts and service and technician, as well as training for drivers across the US and Canada.

Volvo Trucks Academy also provides deal-

ership sales, parts, service, technician and driver training programs both online or at six of their locations in Canada and the US.

CASE accreditation drives continuous im-provement of our instructional program and differentiates us within the heavy-duty truck industry,” said Göran Nyberg, president, Volvo Trucks North American Sales & Marketing. “Exceptional training is vitally important for the success of our dealer network and drives a greater value of ownership for our customers. Accredita-tion also validates the quality of training we provide to customers who operate their own service networks.”

COlUMBUS, In – For the second month in a row, Class 8 orders surprised on the high side in July, with net orders of 30,103. Classes 5-7 net orders also posted a gain in July, coming in at 15,834 units. These results were published in the latest State of the Industry report, recently released by ACT Research Co. (ACT). The report covers Classes 5 through 8 vehicles for the north American market.Concerning Class 8, Jim Meil, ACT’s Principal, Industry Analysis, said, “While one strong month may be statistical noise or an outlier, the July orders fit into a robust pattern that has held up since the start of the year. With year-to-date orders up 33% from the comparable 2013 span, 2014 is almost certain to be the best year of this cycle.” Meil said that Class 8 backlogs were the highest since January 2012, but “we believe we are not yet at the point where an overheated market triggers duplicate ordering and raises anxieties about backlog integrity.”Meil added that Classes 5-7 year-to-date orders are running about 10.5% higher than the prior year at this time. “While the numbers may not be as stellar as what we see in Class 8, the year is shaping up to be the best thus far of the post 2009 expansion for medium duty.”

HD and MD Orders Continue Strong in July; 2014 Shaping Up to Be Best of Cycle


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September / october 2014 45SEPTEMBER / oCToBER 2014 45

Safety Advisory: Students and

Motorists Reminded to Be

Safety Conscious In and Around

School Zones and Bus Stops

WASHINGTON – As a brand new school year begins, the U.S. Department of Transportation’s National Highway Traf-fic Safety Administration (NHTSA) reminds parents, students and motorists to be alert and to put safety first in school zones and near school bus stops.

According to NHTSA data, over the past 10 years, 44 school-

aged children and teens between the ages of 5-19 were killed

in school zones traveling to or from school.* Out of that num-ber 77 percent (34) were pedestrians either struck by a school bus or another vehicle.

NHTSA’s August edition of Safety in Numbers provides the following safety tips:

Teach children how to stay safe around a school bus:

• Stand at least six feet (three giant steps) from the ap-

proaching school bus while waiting at the bus stop.• Wait to board the bus until the driver says it is safe.• When getting off of the bus, cross the street in front of

the bus and make sure the bus driver sees you.• Always watch for oncoming traffic when approaching

or leaving the bus.

How motorists can keep kids safe around the school bus:

• When driving in neighborhoods with bus stops, schools

and school zones, watch out for children walking or

bicycling to school.• Slow down. Look for children walking in the street, es-

pecially if there are no sidewalks in the neighborhood.• Remember, children do not easily estimate vehicle

speeds and often misjudge when it is safe to cross the street when a vehicle is approaching.

• Learn and obey the school bus laws in your state. Obey the “flashing signal light system” that school bus driv-ers use to alert motorists of pending actions:

• Yellow flashing lights indicate that the bus is prepar-ing to stop to load or unload children. Motorists should slow down and prepare to stop their vehicles.

• Red flashing lights and extended stop arms indicate that the bus has stopped, and children are getting on or off. Motorists must stop their cars and wait until the red lights stop flashing, the extended stop sign is with-drawn, and the bus begins moving before they can start driving again.


New Entrant Program

The new Entrant Program is a program which educates new motor carriers about the federal safety standards and regula-tions.

Who does the New Entrant Program apply to?The Program applies to all new U.S. and Canadian domiciled motor carrier owners and operators that want to conduct busi-ness within the United States.

is there an audit in this program and is there a time frame in which the audit is conducted?There will be a safety entrant audit conducted by a certified U.S. federal safety investigator, state or provincial enforce-ment office. The audit will be conducted within 18 months of the authority being granted to the motor carrier. Where is this audit conducted?The audit is generally conducted at the principal place of busi-ness but can sometimes be conducted at the State Patrol’s of-fice or other federal offices. What can cause a motor carrier to fail the audit? There are several key reasons that can cause the motor carrier to fail the audit, listed below are some of the main issues.Alcohol and Drug Violations:

• Not having an alcohol and/or drug testing program and a ran-dom alcohol and drug testing program. • Using a driver without having them take the alcohol or drug test. • Using a driver the company knows had a blood alcohol con-tent of 0.04 or greater.• Using a driver who does not complete the required follow-up procedures if tested positive for drugs.

Driver related issues:• Using a driver without a valid Commercial Driver’s license (CDL) or a driver who’s CDL has been revoked, suspended or cancelled. • Using a medically unqualified driver.Operations related issues: • Not having the required level of insurance on file. • Not having adequate hours of service records.

Vehicle related issues:• Operating a vehicle without repairing any safety related de-fects mentioned in an Out-of-Service inspection or in the driv-er’s vehicle inspection report. • Operating a commercial vehicle that has not been periodi-

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cally inspected.What happens if the motor carrier fails the audit?If the motor carrier fails the audit the Federal Motor Carrier Safety Adminis-tration (FMCSA) will provide the motor carrier a written notice within 45 days after the completion of the audit to take action to fi x the issues found in the au-dit. If the motor carrier fails to provide a corrective action plan and to implement the safety measures to ensure the matters have been taken care of within the time frame given by the FMCSA then the mo-tor carrier will be put out of service.

What happens if the motor carrier fails to reply in the time frame given by the FMCSA?If the motor carrier does not provide a corrective action plan then the carrier will be put out of service. The carrier will have to wait 30 days after the date of revocation to reapply and submit doc-umentation that the defi ciencies have been corrected. The 18 month monitor-ing period will start again as of the date that the re-application is approved.

What happens if the motor carrier passes the audit? The FMCSA sends a letter to the motor carrier stating the results of the audit. The carrier’s performance will still be closely monitored for the balance of the 18 month period. Who can I contact if I need help with registering for a US DOT or MC number or if I have a safety entrants audit com-ing up?you can call us at our toll free number at 1-800-965-9839 if you need assistance in registering for a US DOT or MC number or if you have a safety entrants audit coming up.

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Understanding Torsional Vibrations

KEn COOKEOwner - COASTLIne TrAnSMISSIOn

A POwerTrAIn SPeCIALIST wITh

MOre ThAn 35 yeArS Of exPerIenCe

UndErstAndIngtorsIonAl VIbrAtIons…

The 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 at-tached 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 Dampers have no springs and act as a direct link from the engine to the transmission providing no protection against tor-sional 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 heavy-duty applica-tions several years ago, they are generally incapable of reduc-ing 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’s new 7-spring Advantage Series® heavy-duty clutches, offer much

better protection against engine flywheel induced torsional vi-brations. 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.

Advantage Series® clutches offer the performance, reliability and protection you need to stay productive and profitable. These new industry leading clutches offer advanced features like a new bearing housing design, longer lube intervals, a protected inter-nal adjustment mechanism with a full-round contamination baffle and square adjusting ring threads that reduce the risk of sticking and seizure. Advantage clutches also come with a 2 year warranty backed by the Roadranger® support network.

Conclusion - Older style 10-spring clutches are not capable of dampening the damaging torsional vibrations on modern elec-tronic engines. When peak engine torque exceeds the damper ca-pacity, 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, 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.

When you need to replace your clutch, phone Coastline Trans-mission and Differentials at 604-533-4651 and ask us for a quote to install a new Advantage Series genuine Eaton 7-spring clutch.


Desi News

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Forest Fire Season

Forest fire season is upon us. As I write this the wild fires in British Columbia are burning areas about the same size as many countries in the world and the smoke from these fires is contaminating breathing air right across Canada. While other provinc-es have yet to have too many critical fires burning, there certainly will be huge tracts of land the will succumb to fire over the next few months.

These fires are a natural occurrence that leads to a regeneration of plant and animal life in the affected area and while we see the fires as a disaster, especially when people’s homes and businesses are destroyed. But in reality, the fires are just nature reclaiming it’s rightful place.

While we as a society fight these fires and justly so, to protect our investments, there is always a huge amount of smoke and ash that can also have devastating results in far flung places from the fire source.

So, why is this even relevant for trucking and truckers? Many of the routes, in Canada, on which we must travel and spend hours, even days, constantly breathing the smoke and ash from these fires is critical to our health. Many of us will have to subject ourselves to the results of these huge fires and for many of us breathing problems, even death, could

be a result. By constantly breathing the smoke and

ash, especially in the most polluted areas, our carbon monoxide levels increase. We can get to the point where we become overly tired and simply go to sleep and not wake up and they find us after the fire and bury us. We need to be able to protect ourselves from the effects of the smoke inhalation.

When you find yourself in such a situa-tion, as they will arise faster than you can imagine, stop and get a towel; soak the towel in water to the point where the towel isn’t dripping but is very wet. Wrap this wet towel around your face from just below your eyes and wrapped well around your neck. Breathe through the towel. It will help re-move the ash from the air and take much of the smell of smoke away. It will ease the awful taste in your mouth and down your throat. The get yourself through and out of the smoke affected area as quickly and safely as you can. Once out of the smoke, depending on your ability to breathe and recover, take a few hours to breathe clean air and rest. This should clear your lungs and you should be able to continue. Do not accept another load that is going to put you back into a smoke and ash affected area un-til you are certain your lungs can handle to situation. If you have any breathing diffi-culties as part of your everyday life, such as

asthma, then you may actually have to seek medical care before continuing anywhere and possibly for a prolonged period of time.

In my driving history, I have suffered through two major forest fires. Back a few decades ago, there was a forest fire that went through northern Ontario and burned thousands of hectares of bush on highway 17 from Raith to Kenora. While the fire was dangerous, it was the smoke that did the most destruction. I made it safely into Winnipeg through the fire on one day and then had to make the return trip back east the next. Being young and foolish, I as-sumed I’d have no problem. If I could make it through once, I could make it through again. not so. The second day of breath-ing constantly, the smoke and ash from this fire almost killed me. I had to seek medical attention on the return trip and was hospital-ized in Thunder Bay for two days basically on oxygen to help me recover. My carbon monoxide levels were at such a level, they wondered why I was alive.

The second one was in Virginia and West Virginia. I was on a trip from Burlington, north Carolina to Edmonton, Alberta. I was aware there was a problem in Virginia and West Virginia before I left, but this was one of those hot loads that just had to be there as quickly as I could get it there, no ex-cuses. So, I was prepared but still shocked

Forest Fire Season G. Ray Gompf


LookingforOwnerOperators

CA to Midwest & BackCA to Texas & Back

6916 N Golden State Blvd, Fresno CA 93722

ValleyNationalExpress

Office#559-274-0084Cell#559-352-0489

CallNeetuBadyal

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Owner OperatorsOOwOwO ner Operarar tata otot rsrsrpera& Company DriversO

Wanted

y y DDrriivveevevvev rrssrsrrsr

SERGIO 831-750-7296

TEL: 602.278.26241201, N.54Th Avenue, Suite 122Phoenix, AZ 85043 Fax: 602.278.2625

£ Commercial truck drivers with at least 2 years driving and reefer experience

£ Loads from California going to the 11 Western States

£ Earn up to $0.42 per mile

We won't make drivers to run over legal hours!

Or email to [email protected]

144 W.Lake Ave Watsonville, CA 95076

Please call us for your next load.

For More Info call:

Roger Singh or Harjit Tut

831-768-3800

Owner Operators

Company Drivers

A TUT Brothers Company


Today, we are living and working in a very fast paced and competitive world. Work environ-ments are continually evolving to encourage and reward employees who bring the competi-

tive edge. Qualification or Expertise is becoming the deciding factor in employee’s growth within the companies or within the industries. Employees need to always enhance their knowl-edge and skills in order to keep themselves on the right track. ‘Knowledge is power’ is becoming the reality for survival. Edu-cation is the main source to obtain this ‘knowledge’. This ar-ticle’s purpose is to highlight the importance of education in the trucking industry. Trucking is one the fastest growing in-dustries in North America. With growth, there are always chal-lenges. One of the biggest challenges in this industry is finding a qualified work force. The work force needs to be educated in all aspects of operations in a trucking business. The main areas of education in trucking are:• Commercial Driving• Hours of Service (Log Books)• Load Securement• Vehicle Safety and Compliance• Drug and Alcohol• Dangerous Goods/Hazmat• Border Crossing

Commercial Driving: This industry is facing a shortage of qualified drivers. To get a commercial driver’s license, in most cases professional driver training is required. Professional driv-er training can help in:• learning how to operate a commercial vehicle safely• practicing parking, driving in traffic and other maneuvers in a controlled, low-risk way, and • preparing for pre-trip inspection and road testsThe pre-trip inspection lets the drivers demonstrate that they know how, when and why a pre-trip inspection needs to be done. In the road test the drivers need to demonstrate skills such as• starting and stopping• shifting gears• turning, steering, backing up and parking• merging with highway traffic and exiting from highways• driving in traffic, and• coupling and uncoupling a tractor unit from a trailer.

Hours of Service (Log Books): Along with a commercial driver license, the drivers need to be properly educated about hours of service rules in Canada and the US. Log Books are a mandatory source of documentation used by regulatory agen-cies to evaluate whether drivers are in compliance with hours of service legislation. The main purpose of hours of service regula

Education in Trucking”“

Dara NagraMBA PMP®


tion is to keep tired drivers off the road. With proper coaching and instruction, drivers quickly find that consistently updating their logs each and every time the truck stops or their duty status changes takes only a few minutes a day to keep their log books current. Waiting a day or two before bringing log books up-to-date can be a long, frustrating chore.

Load Securement: All trucking companies need to en-sure that they are in full compliance with the NORTH AMERI-CAN CARGO SECUREMENT STANDARD as established by the Canadian Council of Motor Transport Administrators (CC-MTA) and the Commercial Vehicle Safety Alliance (CVSA). Every year hundreds of carriers lose freight, experience roll-overs or are fined as a result of inadequate or non-complying load securement. Every trucking company needs to train their drivers on:• The Importance of Proper Securement• General Cargo Securement Requirements• Guiding Principle of Public Safety• How Cargo Must Be Contained, Immobilized Or Secured• Consequences of Improperly Secured Loads • Elements of A Securement System• Requirements For Containing, Immobilizing, And Securing Cargo• Working Load Limits & Default Working Load Limits For Unmarked Tie-Downs• Identifying Working Load Limits of An Unmarked Securing Device• Calculating Aggregate Working Load Limits For Tie-Downs Attached To The Cargo• How To Inspect Securement Systems• Determining If Cargo Is Secured Properly• Securement Requirements For Heavy Vehicles, Equipment And Machinery• Principles For Securing Heavy Vehicles, Equipment And Ma-chinery

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Education in Trucking


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Education in Trucking


Daimler Future Truck 2025

In the ‘70s classic movie, “Duel,” a seemingly driverless tanker truck terrorizes an innocent salesperson driving to his next call along a remote stretch of highway. Could a driverless big rig – mi-nus the stalkerish behavior – be part of our future?

Daimler Trucks thinks so. In fact, it’s betting big on it and showed its ante with the introduction of its Future Truck 2025 in germany. Using the truckmaker’s highway Pilot system, the prototype semi-truck is capable of driving itself while hauling a full load at speeds exceeding 50 mph, according to the company.

“The truck of the future is a Mercedes-Benz that drives itself.” Dr. Wolfgang Bernhard, the member of Daimler’s Board of Manage-ment responsible for Daimler Trucks and Buses, at the debut of the truck earlier today.

Much of the focus on driverless vehicles spotlighted smaller,passenger cars. however, there is nothing to suggest similar tech-nologies couldn’t be applied to commercial trucks.

“Autonomous driving will revolutionize road freight transport and create major benefi ts for everyone involved. With the Future Truck 2025, Daimler Trucks is once again highlighting its pioneer-ing role in innovative technologies and opening up a new era in truck transport. We aim to be the number one manufacturer in this market of the future, which we believe will offer solid revenue and earnings potential.”

Dr. Wolfgang Bernhard suggested that autonomous trucks will change the role of drivers in the future and eliminate the shortage of drivers in Europe.

There are plenty of potential benefi ts to be gleaned from a driver-less semi-truck. Truck makers and suppliers have been developing new safety systems aimed at helping drivers be safer and offset issues, such as drowsy driving, that impact road safety.

For example, the Lytx DriveCam system could reduce the number of fatal bus and truck crashes by at least 20%, saving more than 800 lives a year, by allowing companies to retrain drivers to avoid risky behaviors while behind the wheel.

In fact, Bernhard noted that an autonomous vehicle could allow truckers to take on new roles while still in the cab of a truck.

“It will not only free them from having to perform monotonous

tasks; it will also give them more time for tasks that were previ-ously handled by offi ce workers at shipping companies,” he said. “In other words, it will be possible for truckers to advance to new positions as transport managers, making truck driving a more at-tractive profession. Autonomous driving could thus help to resolve the shortage of truck drivers.”

google and several other U.S. manufacturers are in various levels of testing autonomous vehicles. Some expect these vehicles to be on U.S. roads within the next fi ve to seven years and state and lo-cal governments are in the process of establishing the “rules of the road” for these vehicles.

however, the Future Truck represents a new movement in the seg-ment. Right now, Mercedes seems to be focusing its energy on developing the truck for use in European Union countries. In fact, the truck has already taken an initial trip on a highway near Mag-deburg, germany.

The purpose of the introduction today was “establish an ongoing dialogue with all stakeholders about the conditions for transport in the future, in which self-driving trucks will play a major role,” the company said.

Bernhard suggested that legislative issues regarding the use of au-tonomous trucks need to be at the forefront of trade and commerce discussions because the technology is developing so quickly.

Also “developing” is the growth of truck traffi c in the EU. A recent study conducted by ProgTrans Ag predicts that freight transport volumes in the EU will increase by approximately 20% by 2025 with trucks accounting for about 75% of all freight transported by road in the EU.

The volume of road transport in germany alone will increase from 3.7 billion tons today to nearly 5.5 billion tons by 2050, according to the country’s Ministry of Transport and Digital Infrastructure.

DAIMlERFUTURETRUCK2025 Daimler demonstrates its DriVerleSS TrUCK

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On-site Financing90 Day / 25,000 mile Engine, Transmission and Rear-end Warranty*

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Branch Manager: Dildeep Singh Johal

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Desi News

CHICAGO, IL—The number of trucks in use around the world will double between 2014 and 2035, according to Navi-gant Research, a provider of global clean technology analysis.Not only will there be more trucks on the road, but the world-wide sales of alternative fuel vehicles will climb to 14 percent of trucks by 2035, Navigant predicted in its newest report.“Low fuel costs and advances in infrastructure for both liquefi ed natural gas and fast-fi ll compressed natural gas make the fuel competitive in all market segments, including heavy duty long-haul trucking,” said Scott Shepard, Navigant research analyst. “Attractive business cases for medium and heavy duty alterna-tive fuel vehicles are emerging across varying segments of the market.”Medium and heavy-duty vehicles currently represent less than fi ve percent of the total vehicle market, but that’s changing as less expensive alternatives to petroleum-based fuels, such as natural gas, liquefi ed petroleum gas and electricity make inroads in the market.“Natural gas has a signifi cant advantage over most alternative fuels,” Shepard said.Still, diesel will remain the primary fuel choice for trucks, the report claims, but the percentage of trucks powered by diesel is expected to fall from more than 79 percent in 2014 to 76 percent in 2035.

Again, HR professionals are trying to fi gure out why there’s a driver shortage, the extent of the shortage, and what they can do to improve the situation for their carrier.It’s not rocket science people. When drivers are paid the same today as they were three decades ago, there is a problem. In those three decades, the fuel prices have risen by at least 600%; Insur-ance premiums have risen similarly but drivers wages have re-mained virtually stagnant. The other insult to the driver is that those with thirty years of expe-rience, earn the same as that raw recruit fresh out of truck driving school. There is no career path, no advancement. It used to be that an experienced hand could earn signifi cantly more because he had fi gured out how to make the rules work for him instead of against him. now, the way the rules are, there is no such thing as making the system work for you, you work for the system, there-fore, your ability to earn is marginalized.With fewer and fewer souls coming into the industry, the choices for drivers is more and more restricted. Unless and until there is a methodology to bring in fresh blood into the industry, then all recruiters can hope to attract are the churners. Immigration is bringing in fresh blood but little else is on the horizon.What would help domestic fulfi llment of driving positions would be for truck driving to become a skilled trade with attendant skills training at basic and advanced levels and pay and perks to be asso-ciated with skill levels attained and longevity within the industry, not within a carriers employment.

14% of Trucks Sold by 2035 Will Run On Alternative Fuel

Why There’s a Driver Shortage?


Your Logistics Company

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Desi News

Class Preliminary 8 Net Orders Strong in a Historically Weak MonthCOlUMBUS, In – Demand for commer-

cial vehicles remained at healthy levels in July as 45,400 total nA Classes 5-8 orders were booked. In the ten months since the start of stronger orders last October, nA Classes 5-8 net orders have been booked at an average of 45,200 units per month. Annualized, that represents a total Classes 5-8 order volume of 542,400 units.“In July, historically the weakest month for order volumes, nA Class 8 net orders again rose above expectations to a six-month high 29,900 units,” said Kenny Vieth, ACT’s President and Senior Ana-lyst. “That volume marked an improve-ment of 12% from June and 70% com-pared to year-ago July,” said Vieth. “In addition to a continuation of the ongoing strong order trend, some of the non-sea-sonal strength in July might be related to the rapidly dwindling supply of available build slots in 2014.”

Concerning medium duty net orders,

Vieth said, “July’s preliminary 15,500 nA Classes 5-7 net orders fell almost per-fectly between the May and June volumes. The preliminary result is also middle of the road in terms of comparisons: up 3% m/m, but down 4% compared to year ago levels, making a third consecutive below year-ago reading. Part of the recent occur-rence of modest negative y/y comparisons can be chalked up to tough comps: the MD market began to strengthen appreciably starting in April of last year.”

Vehicle-to-vehicle (V2V)communications technologyThe national highway Traffi c Safety Ad-ministration says it will study vehicle-to-vehicle (V2V) communications technol-ogy.According to trade media reports, the nhTSA issued an advanced notice of pro-

posed rulemaking that could eventually lead to a mandate for certain V2V technol-ogies in light vehicles.

It is thought that V2V technology could be part of future systems aimed at improving passenger car and truck safety via telemat-ics and on-board short-range communica-tions between vehicles on the road.

nhTSA said V2V communications tech-nologies that help motorists avoid accidents at intersections could save 1,083 lives per year and prevent up to 592,000 crashes.“This technology could move us from helping people survive crashes to helping

them avoid crashes altogether,” said U.S. Transportation Secretary Anthony Foxx in a statement.

nhTSA plans to work on a proposed rule on V2V communications for release some-time in 2016, the agency said.

Developers are already experimenting and testing V2V technology in the trucking world. California based Peloton Technolo-gies, for example, is developing a system that uses radar-based collision mitigation equipment and V2V communication tech-nology to enable the close-in platooning of two tractor-trailers.


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Us DT SO 2014

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