The Trucking Network June 2015 (web edition)

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NAVEEN NAV- [email protected]

Shaun CumerCopy Editor

Rahul SharmaAccount Executive

CONTRIBUTING WRITERSGlenn Caldwell, Ray J Haight, Tony Hayton, Siphiwe Baleka, Ellen Voie,Marian Lippa, Rod Stiller, Dave Raynsford,Harmanjit Jhand and Raj Harjika

ADVERTISING [email protected]

[email protected]

VISIT US ONLINE ATwww.thetruckingnetwork.ca

HEAD OFFICE1-800-508-1214, publication MailAggrement # 42703019

PUBLICATIONThe Trucking Network is a monthly bilingual magazine

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Health and Wellness of Ontario Truck Drivers

AUTOMATION FOR THE PEOPLE: Nevada, Daimler And Our Industry’s Most Stunning Chapter

Guidelines For Buying A Used Truck Tractor

New Season = New Insurance Risks

Bollywood gossip

DEEPENING DEVASTATION -Nepal Rocked By Second Earthquake In Two Months

DRIVING UNDER THE INFLUENCE: Never, Ever An Excuse

Driver Shortage – Principal concern of the trucking industry

DIGITAL DRIVE - Monthly Highlights In Trucking Tech

THE PURSUIT OF THE CUP: Coffee Vs. Tea

8

Contents June, 2015

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Bring’ Em Back….

T GHE TRUCKINNETWORK

Nothing is more elusive than an obvious fact!

c www.thetruckingnetwork.ca

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All rights reserved. Reproduction of pictures, articles, or artwork in whole or in part without permission is strictly prohibited.

Copyright © 2015 The Trucking Network Inc.

We need your feedbackSend a letter to the editor and you can get published!E-mail: [email protected]

June 2015 | The Trucking Network | 7

Nothing that any human being could ever attempt could achieve absolute accident prevention. The Law of Averages laughs at the very idea. Entropy laughs even

harder, until milk shoots from its nose. Stick with us on this one daydream, though.

An average 80 per cent of truck drivers killed in accidents an-nually die in wrecks caused by jackknifed rigs. Now, imagine a 12-month campaign of disciplined industry-wide emphasis on awareness of the driver errors and road conditions that cause jackknifes, with an 80-per-cent year-to-year reduction in these dangerous events as the target.

Could any of us hope to quantify not only how much safer we could make our highways across North America, but the extent to which that achievement would further cement our industry as the undisputed worldwide leader in cost-effective, dependable supply-chain transportation?

We hereby lay down this challenge. There are few wrecks more wildly hazardous or inherent to our profession than a jackknife, but the here’s what makes them truly tragic: the most frequently occurring root causes of jackknives trace back to fundamental safety practices in which drivers and dock personnel alike are trained from Day One. No driver ever really becomes an expert in surviving a jackknife without first-hand experience, but there is no excuse for any newly minted driver receiving a CDL before displaying an understanding of the causes and correct responses when a rig goes haywire. Jackknifing often begins with a particularly risky weight distribution. Heavy loads maintain consistent traction by pressing the freight down over the wheels. An empty trailer or one with an unbalanced load doesn’t have the weight to keep the trailer centered behind the tractor. Since manufacturers design both especially to bear full loads, the vehicle can overpower the trailer and whip it wildly when strong brakes lock up and begin a skid.

Drivers may brake heavily on any of a number of surface condi-tions, but applying the retarder or engine brake can lock up the lone drive axle it acts upon on a slippery surface. Braking on all wheels distributes force more evenly and safely. Apply the brakes particularly gently before applying a retarder when descending a slippery hill or engaging a low gear.

To avoid the skid and jackknife that almost inevitably results from attempting to brake and swerve simultaneously, keep in control by slowing the vehicle down as much as possible with the brake before releasing it to swerve and reapplying it after the

swerve if necessary. In any event, press the brake pedal - never stomp on it - and press the clutch if you need an emergency stop.

Whenever possible, your braking should begin as early as is feasible over the longest distance you reasonable can manage. Keep a safe distance and anticipate slowdowns and obstacles to give yourself room to brake progressively and gradually dimin-ish your speed.

Under normal circumstances, an aware driver shouldn’t typi-cally need to brake or decelerate into a curve - the time for brak-ing ends with the straight line that leads into a curve or turn. By the time you release your brakes as you begin it, you should have already slowed more than necessary and have the traction in the drive wheels to speed up as your progress through the curve.

Don’t take for granted that the trailer will follow straight behind in a left or right turn-off in a downhill turn. These are prime zones for jackknifes because momentum and gravity are hell-bent on shoving the trailer straight down the decline. The only safe way to go about it is to slow down carefully or even come to a total stop until you’re certain you have the trailer’s momentum in hand.

Anti-lock braking systems are truly wonderful things. If you drive an ABS-equipped truck - and, let’s face it, that’s practi-cally a contemporary certainty - your vehicle can prevent its own wheel lockup by shifting its braking force automatically when the ABS detects a tire skid. That being said, care to guess what the even more consistently effective strategy is? Avoiding skidding. If your rig does start one, correct carefully by taking your foot immediately off the brake and gaining control the same way you learned to in a typical passenger vehicle.

So, here’s a question: why address this now? Summer isn’t ex-actly the season most closely associated with increasingly haz-ardous highway conditions. We answer that point, “Exactly.”

North American carriers and drivers have the luxury of four months to hone their understandings of the anatomy of a jack-knife - prevention and responses alike - before the fall and winter months, when inclement weather can create dangerous conditions ripe for catching drivers unprepared and inspiring what can be tragic occurrences. Take this time to study, refresh, practice and prepare to take on an industry-wide crusade to close jackknifes for good.

Thank you!

Naveen Nav - Editor

Closing The JackknifeEditorial

www.thetruckingnetwork.ca

We at The Trucking Network don’t buy into absolutes.

8 | The Trucking Network | June 2015

Company profile


June 2015 | The Trucking Network | 9www.thetruckingnetwork.ca


It is often a pivotal bottom-line question that assesses any company’s investment: how quickly does it “pay for itself?”

The “Adopting Advanced Safety Technology” panel at the 2015 CCJ Spring Symposium isn’t so sure fleet managers haven’t underestimated the ultimately sub-stantial return on investment (ROI) that well-managed safety systems can quickly yield.

Moderated by CCJ technology editor Aaron Huff, the assembly of diversely schooled industry mind agreed significant safety in-novation from anti-lock brakes to in-cab cameras and advanced collision warning systems have put off some resistant driv-ers initially, but ultimately proved fiscally beneficial through repair, maintenance and downtime costs diminished by fewer pre-ventable accidents.

In addition to more drivers returning safely home to their families, trusting innovations tailored to safer highways have ultimately also cut down turnover as carriers find them-selves firing fewer drivers for negligence. The panel of Cargo Transporters president

Dennis Dellinger, Saia LTL Freight senior re-gional safety manager Chris Wright and Pitt Ohio VP of safety Jeff Mercadante agreed that resistance to a focus on safety can be plenty telling in itself.

“Over time that we realized that ‘safety’ and ‘family’ go hand-in-hand as a corporate culture. And really, ‘safety’ is the paramount issue. Because safe drivers go home to their families in the evenings,” Dellinger said.

“If you have a professional driver, they’ll work through it.”


News

CCJ EXPERTS: Safety Spending Yields Big Overall ROI

Fashionable traditions dictate that June marks the last months in the calendar

year to wear white. For what it’s worth, we recommend embracing a touch of 1990’s grunge nostalgia or even traditional Scottish couture and support Prostate Cancer Canada on June 19 by Wearing Plaid for Dad.

In the home stretch toward Father’s Day, we urge men and families across the country to raise awareness and support for the one in eight fathers, husbands, brothers, sons and grandfa-thers statistically expected to face a prostate cancer diagnosis in their lifetime. The hope is that workplaces nationwide will organize the most colorful events in Canada’s history that en-courage employee engagement and donations or simply turn eyes toward the seriousness of prostate cancer’s shadow over men everywhere. With the Ontario Trucking Association’s Spring Board Retreat and golf tournament taking place June 18-19 in Muskoka, OTA board member James Steed of Steed Standard Transport has already honored his own father’s battle with prostate cancer by donating a trailer bearing the Prostate Cancer Canada logo and actively rallying fundraising for the cause.

This June, Be Rad In Plaid For Dad


One rule proposed by the Federal Motor Carrier Safety Administration (FMCSA)

after lengthy development has passed White House muster, while another has entered the last mile toward approval.

The White House’s Office of Management and Budget stamped the Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) proposal for mandatory electronic stability control systems on all new trucks with its final ap-proval. The thumbs-up makes way for the final rule to be published in the Federal Register likely by early June. After the final rule takes full effect two years from its date of publication, all commercial truck manu-facturers must equip all new vehicles with systems designed to maintain a truck’s bal-ance in order to curtail rollover and loss-of-control accidents.

Elsewhere, a more controversial proposal has reached the White House for its final hurdle prior to becoming a Final Rule. The Office of Management and Budget will not reveal details of the proposed rule jointly for-mulated by the FMCSA and NHTSA until it undergoes an estimated cost-benefit review. The general public will have 60 days to pro-vide feedback on the proposed rule if it is cleared and published before granting it ap-proval to be published in the Federal Register as a Final Rule. As a potential sticking point, the American Trucking Associations (ATA) have recommended a 65 MPH setting in the event the rule passes.

News

Stability Control Rule Approved, Speed Limiter Proposal Enters Final Stretch At the rate emission-rule deadlines tighten

their coils around the trucking industry, “exhaust” may soon actively what the relent-less pace of “technology fatigue” does to sup-ply chain stakeholders with an endless sea of add-ons.

Volvo Trucks North America president Göran Nyberg’s perception of imminent Phase 2 GH regulations inspired a warning via Heavy Duty Trucking during a Volvo Ocean Race stopover to think carefully about truck technology’s pace of advancement. (Continued on page 47)


“Technology Fatigue” In Face Of Emission Rules Exhausting Trucking Industry


Among May’s merger & trans-action updates, the purchase

of Cadec Global Inc.’s privately held assets now lends muscle in the fleet technology marketplace to recently announced buyers Trimble Co. and its companion operation PeopleNet.

Neither side discussed the deal’s details, PeopleNet’s fleet mobility technology and transportation system inter-ests stand to benefit from Cadec’s driver and truck-based platforms and back-office ana-lytic tools. For its own part, Trimble antici-pates great strides in safety, compliance, cost reduction and customer service performance.

“This acquisition combines the best of both Cadec and PeopleNet,” said PeopleNet president Brian McLaughlin. “Cadec brings its expertise in world-class web enterprise, business intelligence and back-end analyt-

ics tools to the company, while PeopleNet brings its industry-leading mobile platforms, complementary machine-to-machine and cloud-based technologies and infrastruc-ture along with its strong financial position. Together, our companies will leverage the enhanced expertise of both organizations to bring innovative technology and service solutions to the foodservice and private fleet industries and the transportation industry as a whole.”


News

Trimble Co., PeopleNet Agree To Buy Cadec Global Inc.

One of the biggest ripples generated by Nevada issuing North America’s first

autonomous truck license to the Freightliner Inspiration in May could soon sweep its way from Canada down to Mexico.

The Central North American Trade Corridor Association (CNATCA) has proposed connect-ing the Mexican border first to Brownsville, TX and eventually Manitoba via self-driving truck corridor built alongside U.S. Highway 83. Mexican, Canadian and U.S. govern-ment officials are expected to meet soon with CNATCA members following a recently com-pleted feasibility study-planning meeting in Bismarck, ND. The inspiration for the proj-ect’s consideration stems from a belief truck drivers could move freight more efficiently without competing with crowded railroads or jockeying for space on highways filled with passenger motorists.

Mexico-To-Canada Autonomous Vehicle Highway Under Discussion


News

Marine Atlantic made the addition of the MV Blue Puttees and MV Highlanders

to its ferry service the capstone of the Canadian federal government’s $375-mil-lion investment in the company last month.

The two vessels will ferry over a portion of Marine Atlantic’s 100,000-plus yearly com-mercial vehicles and passengers between Port aux Basques, NL and North Sydney, NS, continuing their service between the two provinces that began in 2011. Each ves-sel reportedly cost $100 million, leaving the remaining $175,000 in federal investment to cover capital projects and other operational costs.

That annual passenger load accounts for more than 50% of all goods that travel be-tween Nova Scotia and Newfoundland.

“We are very excited with this announce-ment and the benefits for our customers,” said Marine Atlantic president and CEO Paul Griffin. “These vessels will provide positive results for Marine Atlantic’s service for years to come. We have already witnessed signifi-cant improvements over the past five-years;

this new funding envelope will see that mo-mentum continue into the future.”

The federal government previously made a five-year funding commitment worth $521 million in 2010. That government aid up-graded shore-based Marine Atlantic infra-structure and renewed the carrier’s business processes and fleet.

Since joining the Marine Atlantic fleet, the MV Blue Puttees and MV Highlanders

have operated on charter agreements while dramatically improving vessel reliability, building additional capacity, adding cabins customer-seating space to both ships, and introducing a range of new amenities.

The Crown previously announced a February extension for the MV Atlantic Vision, which connects Newfoundland and Labrador to the rest of Canada.

Marine Atlantic Continues Ferry Service With Two New Vessels

A 68-per-cent revenue surge topped Titanium

Transportation Group, Inc.’s first quarter of 2014 by $24 million, the carrier reported in its first earnings report since becoming a publicly traded company this past April.

Titanium built $14.7 million in new truck transportation rev-enue to grow 63 per cent year-over-year from Q1 2014 en route to improving its earnings before interest, taxes, depreciation and amortization (EBITDA) by 145 per cent - $2.8 million, total.

Continued on page 47

Titanium Transportation Reports Flying Q1 Start To 2015


News

All things considered, a bearing failure brought on by improper lubrication never has to bring your truck to a halt again.

One major component manufacturer determined recently that neglected lubrication causes half of all bearing failures, and Flo Components wants to change that with a sixth year of Lube Basics seminars coming soon across Ontario. This is an opportune time to gather at sessions in Kitchener, Mississauga, Timmins and Thunder Bay for lube training that blends theory with practical demonstrations and learning.

• Basic principles of friction/wear, lubricants and lubricant types;• Grease properties/compatibility/applications;• Introduction to manual lubrication;• Lubricant handling, transfer and storage procedures;• And general automatic lube system operation, inspection

and troubleshooting.Continued on page 47

Make no mistake:

April trailer net orders fell hard.

The total 18,000 trailers sold in the last month of Q1 2015 marked a 22-per-cent decline year-over-year versus 2014’s April per-formance. The good new: ACT Research, one of the trucking industry’s most trusted analyst firms, finds the sizable dip fairly sensible.

In fact, ACT hasn’t wavered from its forecast for 2015 to generate “the best trailer market since the late 1990s.” Truth be told, it says more about just how remarkable April 2014 was than it foretells a weak-ening trailer market. Larger fleets inadvertently front-loaded unusu-ally heavy September-thru-January

orders by climbing over one another to place orders early, thrust the sea-sonal cycle forward, and guarantee timely builds and deliveries.

“The fact that net orders are down y-o-y for the third consecu-tive month will likely cause much conversation, and perhaps even concern for some,” said ACT CV transportation analysis and re-search director Frank Maly. “While there is no escaping that fact, one must consider the context of the recent over under-performance.”

April Dive In Trailer Orders Doesn’t Faze Analysts

Thanks in part to attention drawn by running afoul

of U.S. federal trucking regula-tions, Georgia co-operator of Eagle Transport and Eagle Trans. Devasko Lewis will spend the rest of his life in prison without the possibility of parole after an April 17 murder-conspiracy conviction.

A Georgia federal court granted a motion by federal prosecutors on May 15 seeking to dismiss charges of conspiracy to violate an FMCSA im-minent hazard out of service order in light of Lewis’ conviction. Local Albany, GA prosecutors alleged in January 2014 that he and a hit-man conspired to murder colleague

Corey Daniels. Lewis suspected - correctly - that Daniels had agreed to cooperate in the federal case being build by the U.S. Transportation Department Inspector General against him. While doing business as Lewis Trucking Company in October 2008, Lewis received the FMCSA order to cease all operations following several major violations unearthed by a compliance review in the wake of a fatal crash in Alabama that left seven people dead. With the help of his half-brother Lacey Lewis, Devasko began operating Eagle Transport and Eagle Trans. while forming DDL Transport, LLC.


In late May, the Manitoba Trucking Association

welcomed Ed Pschulski as director of the Manitoba Trucking Safety Program.

Pschulski introduces a varied 14-year resume of experience as a safety professional to the program’s leader-ship, including nine years as a production supervisor. A mem-ber of the Association of Safety and Health Specialists Board of Directors, he has earned the Canadian Registered Safety Professional designation as a certified first aid instructor and fire and life safety educator.



Sign-Ups Open For Flo Components Lubrication Training

Trucking Violations Lead To Murder Conviction

Manitoba Trucking Safety Program Introduces New Director


With discussion reportedly ongo-ing to integrate and consolidate assets, Aveda Transportation

and Energy Services, Inc.’s purchase of Oklahoma City, OK-based Hodges Trucking Company now crowns the Calgary oilfield transporter as North America’s largest rig-moving company.

In the acquisition, Aveda absorbs a U.S. op-eration with a domestic footprint similar to Aveda’s in Canada which has been in business since 1933 and whose gross revenue peaked in

2012 at approximately US$166.0 million. With terminals in Ohio, Texas and Oklahoma and a staff of over 300 employees, gross revenue has fallen again and again to $139.4 million in 2013 and eventually to $123.7 million in 2014. Earnings before interest, taxes, depreciation and amortization (EBITDA) inflated through the same span from $34 million in 2012 to $13.6 million in 2013 and finally $14.1 million in 2014. Now that unfavorable energy mar-ket conditions and Hodges’ reduced drilling activity have reduced the company a net loss

in 2015’s first quarter, Aveda gains a sizable 900-piece set of rig-moving and heavy-haul equipment assets:

• 200 haul trucks

• 400 trailers

• 70 bed/pole trucks

• 35 cranes

• 40 forklifts/loaders

• 160 service vehicles

Pending several standard conditions being met,

the two sides are expected to finalize the transac-

tion on June 15, 2015.


News

Aveda Purchases Hodges Trucking, Officially Becomes N.A.’s Largest Oil-Rig Transporter

As Canada and the United States roll into summer’s slower ship-

ping season, diesel prices ended May continuing their ongoing uptick.

A late-May report from London, ON’s The Kent Group noted a $0.012 increase to the 10-city Canadian average price at the pump from the third week of the month to the fourth and final one. The $1.137-per-liter national average price notched Canada’s highest typical price point in two months. By comparison, the same week in 2014 recorded $0.228 lower average costs per liter. Regina sets the lowest point in the range at $0.984 per liter, with Labrador City recording a $1.34-per-liter apex price.

With vacation season imminent, gasoline prices jumped $0.038 to an average $1.174 per liter nationwide,

Canada’s highest costs for regular gas since November and $0.194 higher year-over-year.

American prices haven’t been a great deal more merciful. In fact, the slight US$0.01 bump in diesel prices to a $2.914-per-gallon national aver-age marked the United States’ own two-month high and continued a six-week $0.16 average price-per-gallon increase. Nevertheless, prices at the pump remain $1.011 lower than per-gallon prices for the same period in 2014.

U.S. gasoline prices ended the week up $0.03 to $2.774 throughout the United States, continuing a six-week streak of gains to reach the highest prices since December, yet $0.90 less per gallon year-over-year.

Trailer Wizards hopes their many Ontario friends, colleagues and loyal customers will kindly drop in

late this month to welcome a valued new management team member.

The trusted trailer sales and service provider has in-vited industry comrades to personally get acquainted with Gary Nippard as the brand’s newly appointed se-nior service manager for its Mississauga and Gormley, ON centers. Nippard will be making the rounds at the Trailer Wizards Customer Appreciation Day event on June 25 from 11:30 a.m. to 1:30 p.m. at the Mississauga operation.

“Gary’s extensive experience as a service manager, as well as his ability to implement best practices, makes him ideal to manage and grow our Mississauga service cen-tre,” said Anne McKee, executive vice-president. “Gary has also been recognized for his dedication to customer-friendly service, which is part of what Trailer Wizards is known for delivering.”

U.S., Canadian Diesel Prices Hit Two-Month High

Trailer Wizards To Welcome New Senior Service Manager In June


By Glenn Caldwell

Vice-President- Sales,Healthy Trucker

RecRuitment


For the last few months, I have been having issues with our home com-puter. I tried self-diagnosing the

problem by doing a bit of research on the web, with some suggestions telling me I should uninstall and reinstall certain pro-grams. After many hours of grief and frus-tration I decided to seek the advice of a professional, who seemed to have pretty good handle on things.

After explaining all the issues I was hav-ing and running a few scans of my com-puter, he suggested I try a “system restore” to undo some of the changes I had made. The entire process only took 30 minutes and doing so got things running again - not perfect but better than before.

The whole process got me thinking, How different life would be if we had a system restore button that could take us back a few minutes, days, months, or even years. The sales pitch we lost, the comment you should have kept to yourself, and the meet-ing that I was late for, could all be undone!

Over the years, I have talked to hundreds of drivers, many of which had left a carrier and after a few weeks, wished they would have stayed put. In some cases, they admit that they let a small issue that appeared to be big at the time, be the final straw. They hoped the grass would be greener if they made the switch to a new carrier. It’s proven that in many cases these drivers would have returned to their original car-

Bring’ Em Back….


RecRuitment


rier if they knew the door was really open and they would be accepted back, no ques-tions asked.

A lot of recruiters wait for a driver to call them back before they offer to rehire them. When a driver leaves, why not decide right away if you would ever want them back? Kelly Anderson, a well known speaker/trainer from Impact Training Solutions Inc. and an expert at recruiting and retaining drivers suggests the best way to do this is to send them out a rehire letter 30 days after they left. He says, “When you ask them at that time why they left, in many cases you will get a very different answer from when they left your office 30 days earlier”.

His rehire letter reads, “The reason for this letter is to inform you that the Rehire Review Board has already voted “YES” for your rehire. A simple telephone call could get you back behind the wheel of one of our trucks where you belong.” (Contact [email protected] if you would like a copy of his full letter).

“The reason this process works so well is that 75% of turnover happens in the first 90 days of employment”, says Anderson, “Sending it out at that point catches them before they make another employment change”. Kelly also suggests sending a similar letter out any time you make any major changes to your pay package, or in early December as some drivers are looking to make a change in the New Year.

The industry is currently faced with a

huge dilemma. Freight has picked up and there is definitely a shortage of quality Drivers and Owner/Operators out there. Advertising in industry publications is an important part of the recruiting pro-cess, and bringing quality drivers back is another.

Let’s face it: We have all have messed up and said or done things that we wish we hadn’t. Sadly, we can’t hit the system restore button to take things back, but in

many cases it’s not as tough as we think to repair.

If you’re not already doing so, why not go back after some of the quality drivers that left your company over the years for one reason or another? Send them out a ‘no questions asked’ rehire letter or just give them a call and invite them in for a coffee and chat. You may find that it’s one of the easier and more cost effective ways to help increase your fleet size.

Over the years, I have talked to hundreds of drivers, many of which had left a carrier and after a few weeks, wished they would have stayed put. In some cases, they admit that they let a small issue that appeared to be big at the time, be the final straw


By Raj Harjika

Driver HealtH


Why Truckers? • Trucking industry plays a foremost role in the Canadian economy • Occupation with “highest lost time” injury in Ontario (WSIB 2015) • Truck drivers have higher than average health risks and poorer than average lifestyle behaviours, in large part due to the working milieu • Trucking Association of Canada (2015) health screening study –49% were obese, 39 % were overweight and 31% had high blood pressure. • Few health issues (e.g. BP, Diabetes, sleep apnea, stroke) can limit driver’s ability to work • No Canadian statistics data on prevalence of risks to inform pro-grams and strategies

Survey as on-going process as part of overall strategy across the trucking industry?• Define survey instrument and enforce trucking professional to participate• Determine the prevalence of health conditions, risk factors and health behaviors and to characterize contributing working conditions• Provide basis for a larger national study on the health of truck drivers

How we can define a Survey Instrument

Following are some of the areas where health related survey instru-ment can be implemented• Diet - Behavioural Risk Factor Surveillance System (BRFSS) • Exercise - International Physical Activity Questionnaire (IPAQ) • Job Stress- Job Content Questionnaire (Karasek) • Stress - Stress Satisfaction Offset Score (Health Canada) • General health, sleep, tobacco use, demographics- Canadian Community Health Survey • Health care utilization - Canadian Experiences with Primary Health Care Survey • Work factors – made up or other single published studies

There are no Canadian data regarding health and wellness of trans-port truck drivers. iOS press pilot-tested a survey instrument to ex-amine the risk factors and health needs of Canadian truck drivers. METHODS: A self-administered survey was completed by truck drivers employed in 13 companies in-and-near, Ontario, Canada. The survey was developed using published tools with input from focus groups and included demographics, health issues, health service utilization, and awareness of workplace health programs. Descriptive statistics were used to estimate prevalence of health is-sues and risk factors. RESULTS: 822 surveys were distributed and 406 drivers (49.4%) responded. source -“IOS Press is an independent, international STM”

Established on surveys conducted randomly in 2014



Driver HealtH


Socio- demographic Proportion(%) of Variables respondents (406)Age Less than 30 years old 4.5

30-49 years old 47.0

50 years and older 48.5

Male gender 96.0

Education Elementary 11.1

High School 58.7

Community College 23.3

University degree 6.9

Married/Common-law 79.4

Income (CAD $) <40,000 8.2

40-59,999 29.0

60-79,999 28.3

80,000 or higher 34.4

Born in Canada 82.7

Duration of work as a driver

<5 years 7.1

5-9 years 14.0

>10 years 78.9

Points of delivery Within city 32.8

Within the Province 25.9

Outside Ontario but within Canada 22.7

Across -US border 41.7

Pervasiveness of health related risk factors

Other health related risks

Issue % Diet rating 50% diet needs improvement 48% poor diet Sleep 35.7% get <6 hours of sleep a night Sources of stress 66.8% indicate work situation (hours, traffic, weather, lack of respect), 53.4% financial situation and 51% indicate time pressure

Health pursuing behaviour while on the road• Wait to see Family Doctor upon arriving home – 54.1%

• Take OTC Medicine – 35.1%• Call Family Doctor – 24.3%• Ignore illness – 16.2%• Find Walk-in clinic – 13.5• Consult a pharmacist – 8.1%

Major Areas of health concern • Stress • Workplace and Communication • Lifestyle and Family Dynamic • Fatigue & Sleep

Now, let’s discuss each area of concernStress • Traffic and route (loads last minute, other drivers) • Trucker interaction with industry/government/public (respect issue, fines, police, company communication) • Finances (payment, fines, regulations)

Workplace and Communication • Training and regulations • Relationship with Customer • Relationship with Employer • Infrastructure and Environment

Lifestyle and Family Dynamic

• Nutrition (accessibility, availability, costly, time) • Physical activity (no time, too tired) • Culture among drivers (independence, pride, like family) • Family Commitment (late for family events) • Primary health Care conditions (smoking, overweight, alcohol, diabetes, blood pressure)


26 | The Trucking Network | June 2015 www.thetruckingnetwork.ca

Driver HealtH

THE PURSUIT OF THE CUP: Coffee Vs. Tea

My, how time has wisened us.

Once upon a generation or two gone by, coffee and tea were worlds apart, both in considering who typically preferred each respective hot eye-opening beverage and which did a body more good. Rich, bitter coffee was the high-octane fuel of the blue-collar working class and tea was favored as a more civilized and refined taste.Tea was the cleaning-burning stuff of healthy, wealthy and wise bodies, whereas black coffee….well, it would stain your teeth, kickstart some nasty jitters, and as everyone’s sainted mother would swear, “Stunt your growth.”

Damnedest thing, though: over the intervening decades, science’s curious never quite abated. Persistent studies ultimately particularly quieted the im-memorial stigma warning that coffee was a harsh poison. While continually validating (and expanding) the avowed breadth of knowledge chronicling nearly every variety of tea’s benefits to a sound mind and primed body, researchers realized that coffee and tea actually share bounties of beneficial antioxidant compounds and somewhat misunderstood caffeine and effec-tively prevent the onset and symptoms of the same chronic illnesses.

So, how do the two steamy pick-me-ups stack up? We’ve sized up the ac-cepted lowdown behind each, looked beyond preferences of personal taste, and reached our very own conclusions about which hot drink best fuels a healthy trucker….

• COFFEE

Dieticians the world over stand by centuries of eventually research-validated trust in tea as the single healthiest source of key antioxidants, regardless of the preferred brew. As it turns out, coffee has been sold considerably short in this department: coffee contributes a greater overall volume of antioxidants to a typical Western diet than fruits and vegetables combined.

Those beneficial antioxidants bring some equally fortifying friends with them, too. A single cup of coffee also contains valuable quantities of these essential vitamins and minerals:

• 11% of the recommended daily allowance (RDA) of Riboflavin (Vitamin B2)• 6% of the RDA of Pantothenic Acid (Vitamin B5)• 3% of the respective RDAs of Manganese and Potassium

TTN Writer


Driver HealtH

• 2% of the respective RDAs of Niacin and Magnesium (Vitamin B3)All of that nutritional value, in a single cup. Now, consider that the

average adult downs anywhere from three to four cups per day.

It’s well understood coffee quickly bolsters both physical energy lev-els and mental alertness. The caffeine absorbed into the bloodstream enables increases in neuron-firing dopamine and norepinephrine levels by blocking inhibitory adenosine, resulting in temporarily improved memory, mood, energy, vigilance, reaction times and overall cognitive functions. Meanwhile, caffeine not only ignites fat-burning by signifi-cantly boosting the body’s metabolic rate, but pours on the epinephrine levels that light up the “fight or flight” state that enhances the body’s physical performance.

Here, we get into some sorely under-appreciated benefits of a damn good cup of coffee. Your java actually may be going to work preventing a number of severe afflictions from getting their claws into you while combatting the symptoms of several others. Just for starters, particularly prolific coffee-drinkers are at somewhere between 23%-50% less risk of developing Type 2 diabetes, a typical reduction of roughly 7% per

cup of coffee consumed on average daily. Though extreme caffeine consumption is never recommended for individuals diagnosed with heart conditions, those who are not placed at risk by caffeine’s mild blood-pressure increases actually enjoy lower overall stroke risks. More recent data from a 76,000-subject Japanese study also suggests as much as a 38-per-cent lower risk of cardiovascular disease for those who drink as few as one to two cups daily.

Finally, while no food or drink is a conclusive cure-all destined to “bulletproof” a body against illness, regular coffee drinkers do enjoy an appreciable fortification against a number of crippling neurologi-cal diseases. A 2011 Harvard University study recorded a 20-per-cent lower risk of developing depression for women accustomed to four or more daily cups of coffee. Meanwhile, further data from a separate study claimed a 53-per-cent lower likelihood of attempted suicide among the share of 208,424 total participants who drank at least four cups per day. Other research has shown that steady coffee drinkers are 65 per cent less likely to develop Alzheimer’s disease and are at 32%-60% lower risk of developing Parkinson’s disease.

This is all to say nothing of the significantly lower risks for devel-oping liver or colorectal cancer.

• TEACoffee is an underrated boon to overall individual

health, without a doubt. Nevertheless, anything coffee can do, tea does at least as well - if not better.

For starters, tea is absolutely as proven-effective at re-ducing heart attack and cardiovascular disease risks at coffee. Any variety will also boost exercise endurance, along with the added advantage of additional fat-burn-ing catechins (antioxidants) to slim down waistlines a bit more efficiently. Speaking of antioxidant com-pounds, any kind of tea will protect to some degree against not only liver and colorectal cancers, but breast, skin, lung, esophogeal, stomach, small intestine, pan-creatic, ovarian, prostate and oral varieties.

Most varieties - green tea especially, thanks to wealths of polyphenols - are also known to provide nutrients that can defend against the onset of Parkinson’s dis-ease, Alzheimer’s disease, dementia and depression, among other neurological disorders. From here, the list of known benefits from choosing tea really begins to outstrip the gifts of coffee.

For one thing, if there is one significant caveat against coffee, it would be that diuretic caffeine caffeine can cause severe dehydration. Tea has been demonstrated to actually hydrate the body despite its own caffeine caf-feine powerhouse. In addition to hydration, tea’s high oxygen radical absorbance capacity actively fights DNA-damaging free radicals linked to heart disease, cancer and neurological degeneration.

Meanwhile, green tea in particular offers nutrients that can help protect skin against ultraviolet rays. Adding to the aesthetic benefits, regular drinkers of hot tea in one study displayed lower waist circumferences and BMIs on average than non-tea-drinking subjects.

Returning to tea’s status as a soldier in the battle against cancer, drinking tea regularly is believed to possibly counteract some of smoking’s negative con-sequences while potentially reducing risk factors for lung cancer. Many varieties have also been shown to strengthen the body’s recovery from cellular degenera-tion after radiation exposure. Continued on page 49


Owner OperatOrs


There is only today, tomorrow is uncertain and the past cannot be changed, how cliché right? Yes but lately I have been spending more of my time trying to get this into my head and believe me

this head can be thick when it wants to be. I had a major change in my life just a few years ago when I stepped back from being the go to guy for a major carrier to playing a drastically reduced role and freeing my time up significantly. This has been a major change for me that while rewarding it has challenging at the same time.

The rewarding part has been being able to set my own agenda the challenging part has been trying to stay focused on what I have taken on as new challenges. You see my new free time has created many new distractions that I truly enjoy but at the same time divert me from what I still want to achieve in my business career. During my old routine I felt accountable to many people so I would write a to do list everyday

and recap each evening what I had accomplished and I would try to be disciplined enough to touch or accomplish all those items that were the most difficult for me.

I did this by marking them AOF (Action Overcomes Fear) the rational was obvious, usually those things that we are the most uncomfortable confronting are made more difficult than they really are because as hu-mans we tend to avoid them. AOF was my mental reminder that in fact confronting those difficult issues early usually reveals that they are not as difficult as we thought they would be. It’s the procrastination that we get bogged down in and the avoidance of a difficult situation that we dwell on that makes the situation bigger than it really is. Some of you might be in the same type situation especially when it comes to dealing with issues with your current carrier. Remember that old song “Take This Job And Shove It” sounds great but the cost of changing jobs as a driver or changing contracts as an Owner Operator are expensive and need to be thought threw thoroughly before leaving the situation your in with your current carrier.

As a company driver you will be giving up your earned benefits pos-sible your safety bonus that has been earned to this time of the year. You’ll need to consider your seniority, which may or may not mean that much to you but does grant you additional vacation time or the opportunity for better runs. You may have a waiting period for health

Nothing is more elusive than an obvious fact!

By Ray J Haight

Safe driving! CEO, Transrep Inc.

[email protected]


Owner OperatOrs


benefits at a new carrier, the inevitable cash flow interruption etc.

As an Owner Operator considering changing jobs you’re probably costing yourselves thou-sands of dollars. If it takes you 2-3 weeks to switch carriers as it probably will by the time you de-identify your truck take out your sat-ellite surrender other company equipment go through the new companies orientation, get a safety etc. While all this is going on of course you will be hit with your fixed cost, which keep coming no matter what, including your, truck payment, roadside insurance and your personal fixed cost such as home mortgage, car payments and your insurance payments.

The burden of this industry’s high turnover is usually placed at the doorstep of the company. After all they are the employer of you drivers or the one dictating the contract content when Owner Operators are utilized, and to a large degree this is true. But I sometimes wonder if the transportability of your services isn’t also a major contributor to high turnover. In other words it might be far to easy for you to simply look for a new job rather that confront what your significant issue is and work on a solution. I know many of you who have flipped carriers in the past few years are now on the defensive and feel that in fact you did deal with what-ever issue you had and you got no resolution so you cut bait and went on to your new carrier. It’s not my intention to second-guess you but I will tell you that there is a major difference in outcome depending on how you choose to deal with your issues. What do I mean by this? Its easier to give you an example, when people had issues that they thought were worthy of my attention they would come to me in one of two fashions.

The wrong approach would usually not help their situation because they would do this by living under the delusion that I was some kind of dumping ground for their problem. They simply handed me their issue by stating their case and then when done they would look at me with the so what are you going to do about this look. My usual reaction to this approach was to ask questions of the individual that would lead them to the right conclusion. After you do this enough the smarter ones get the message the not so smarts will wear you out. At the root of most issues is the feeling that generally there is nothing more elusive than

an obvious fact, as a driver you get to sit in your truck all day and dwell on issues that you might think are obvious to everyone around you and likely there not!

The approach that I enjoyed much more was the one that was well thought out, where the individual would explain the issue and seek my opinion on if there was actually an issue and then they would ask for my opinion on a single or a variety of solutions, Much less tiring and a more intelligent way to seek lasting solutions.

So a word to the wise before you decide to cut bait take a long look in the mirror and ask yourself if you have truly been professional in how you have dealt with your issues with that carrier. Then put pen to paper and do the math on your new opportunity and if you have done both of these to the best of your ability you can now make a quality decision.

Safe TruckingRjh


Safety & ComplianCe

Daimler hardly settled for shattering any skeptics’ expectations for legit-imizing autonomous commercial

trucks on North American highways. Instead, the vaunted Mercedes-Benz parent company determined it would defy its own timeline.

During the summer of 2014, the vaunted automotive manufacturer Daimler Trucks North America commercial vehicle arm in-troduced the world to Future Truck 2025, a proof-of-concept prototype born under the Mercedes-Benz banner that debuted with a flawless Autobahn demonstration under standard traffic conditions. The event ignited arguably the worldwide trucking industry’s most compelling narrative: the global supply chain could stand a mere 11 years from being served by trucks successfully engineered to safely steer themselves with minimal human intervention.

Patience, Daimler seemed to caution with the diligently concealed prototype’s name itself. Fully polishing both the model and regulatory frameworks to optimize their autonomously-operated truck for perfectly safe use on highways the world over could optimistically take over a decade.

Was it a bona fide honest estimation - or shrewd gamesmanship to mask what they believed to be a more authentically imminent timeline? At this juncture, the question might as well be officially moot. How closely DTNA played their hand to the vest doesn’t matter. Bottom line, this much does: the Freightliner Inspiration is, now and forever, the first autonomous truck licensed by the state of Nevada for day-to-day highway use.

20 YEARS, 6 MONTHSTo overstate the obvious, Daimler hasn’t

taken this ambition lightly over the preced-ing two decades. For exactly 20 years and six months, it has actually been Mercedes-Benz passenger vehicle technology that sculpted what would become the Freightliner Inspiration’s backbone.

It was the iconic German luxury automak-er’s radar-guided sedan steering prior to the year 2000 that set the stage for 2014’s “Detroit Assurance” package setting trucks up with real-time automated blind spot monitoring,

AUTOMATION FOR THE PEOPLE: Nevada, Daimler And Our Industry’s Most Stunning Chapter

There is no way back, now: North America’s pioneering road-proven automatic trucks are now highway-legalinstant lane departure warnings, and adaptive cruise control. Daimler engineers both based at the Portland, Oregon DTNA headquarters and in Germany placed their bets on one guiding assumption: a guidance system sharp enough to negotiate the Autobahn at up to 125 MPH could easily navigate a tractor trailer both several times larger and laughably less ma-neuverable at least as safely. Judging from the reception of May’s test drive on Nevada’s Hoover Dam, they were right.

It took 20 years of conceptualizing and fine-tuning to even embark on the Inspiration’s formative work - which, itself, took only six months to generate a prototype functional enough to earn a valid Nevada license. With consumer-proven foundations for the neces-sary electrical architecture, computing power

and radar and camera networks already in the palms of their hands, engineers refined an autonomous system that takes control once the Inspiration achieves a designation highway speed, but summons the human driver to assume the helm under less predict-able conditions, such as poorly visible lane markers, the need to pass a slower vehicle, or inclement weather. Even the appealing blue lighting accents aren’t exactly (entirely) touches of attractive aesthetics: they’re a product of an LED camera array some ob-servers believe could one day render side-view mirrors obsolete, or at the very least, unnecessary.

Think of the truck’s body a bit like putting a human brain inside the body of a rhinoceros: you have a proven-dependable information

TTN Writer


Safety & ComplianCe


processor, but functional systems adapted to managing a wholly different body’s unique set of needs. Daimler took the consumer au-tonomy that long since proved itself in con-sumer sedans and assimilated it to function cohesively with ideal actuators tailored to tap the computer into steering, acceleration and brake systems. Daimler even developed proprietary magnetically activated valves to manage air pressure throughout the pneu-matic unit delivering the truck’s power.

Ultimately, the Inspiration looks like a highly gussied-up standard semi. Inside, it is constantly compiling systems input into a single central device that integrates real-time data into immediate high-level deci-sions. Stereoscopic cameras and both short and long range radar sensors that blend seamlessly right into the vehicle’s body are

constantly scanning up to 800 feet of road ahead to assess obstacles.

In autonomous mode, everything feeds into Highway Pilot. Once enabled, the sys-tem takes over at a designated speed to keep a steady speed and safe distance from neighboring vehicles while remaining safely within its lane. If the driver doesn’t respond to Highway Pilot’s hails for any reason when the system encounters a dangerous situation, the system brings the truck to a controlled, safe stop.

PROVING GROUNDSDaimler embarked on this bold step for-

ward while taking “measure twice, cut once” to a necessarily rigorous extreme. Nevada’s autonomous vehicle license plates won’t have it any other way.

The engineering team put not just one, but two vehicles - plus a stripped-down test vehicle outfitted with the same overall tech - through the state’s required 10,000 miles of safely self-guided driving. Like Future Truck 2025, Daimler put the Freightliner Inspirations through some of their paces in Germany - this time, on a controlled test track.

However, they also saw action on Nevada’s less-busy public roads. It hasn’t yet thoroughly proven itself in the very harshest of conditions. That will take hun-dreds of thousands more miles in rain, sleet, snow, ice and extreme temperatures to feed a sort of active debugging process.

For now, however, Daimler knows this: the Freightliner Inspiration arrived atop Hoover Dam with its work boots ready.

Truck drivers depend heavily on their trucks. Their vehicles are their live-lihood and, for long-haul drivers,

they can be homes away from home. This extremely interdependent relationship be-tween drivers and their trucks quickly turns even the greenest of drivers into truck-tractor experts.

It’s no wonder that most truck buyers at auctions carry out their own preliminary inspections on vehicles that interest them. Many people bring a trusted mechanic or colleague to do the inspection for them. An experienced truck owner or driver can rec-ognize the signs of a well-maintained truck and one that has been driven long and hard without any proper maintenance.

If you’re a new driver thinking of becom-ing an owner/operator, a contractor need-ing to haul heavy equipment back and forth from job sites or a farmer wanting to haul livestock, you’ll most likely need to buy a truck tractor. Whether you’re looking for Mack trucks for sale, Peterbilt trucks for sale, International trucks for sale or another truck tractor make, take some advice from the experts and inspect these five items be-

fore you bid:1. Axle configuration, horsepower and

capacityCheck the truck’s axle configuration and

transportation regulations for your area. Make sure you are buying the right axle con-figuration (4x2, 4x4, 6x4, etc) for what you’ll be carrying. Consider the terrain and type of driving you’ll be doing. Will you be hauling loads over hilly terrain for long distances or making short trips within the city to deliver goods?

Select a truck tractor that has the right amount of horsepower for the type of tasks and trips you’ll be doing. Ask yourself how much capacity you’ll need. If you’re buying a truck tractor to pull your excavator around town, check the weight of your trailer and your excavator to determine the right capac-ity for the job. RitchieSpecs is a good source for that type of information.

2. EngineThe engine can give you a lot of informa-

tion about a truck. Pull the hood and look for any signs of leaks. A leak means the engine may need some repair, perhaps not a costly job, but a repair nonetheless. Start up the

Guidelines For Buying A Used Truck Tractor

engine and let it run for a few minutes. As the engine gets warm, you should notice no smoke at all coming from the exhaust. If there is smoke and it is blue or white in colour, it could be a sign that the engine is burning oil.

Listen for any knocks coming from the en-gine. A knocking sound is a good indicator that the engine should be looked at more closely. While you’re inspecting the engine, check the engine sticker to find out if the engine meets the latest emission standards e.g. Tier 3 in the US or EURO 5 (as of 2011) in Europe. Be aware that each jurisdiction within a country may have its own emission standards for tractor truck engines. For ex-ample, the U.S. has one regulating body for emission standards, but California has ad-ditional anti-idling laws.

3. CabStep inside the cab and look at the overall

condition of the interior. Is the amount of wear reasonable for the truck tractor’s age? Check the odometer and make a note of the mileage. For a car, anything approaching 300K might be a sign that it’s time to think about a replacement, but for an over-the-road truck, mileage is not as important as the truck’s overall condition. If the odometer reads in the range of 400-500K, take a closer look at the engine.


InformatIve

www.thetruckingnetwork.ca June 2015 | The Trucking Network | 33

With everything summertime has to offer it is easy to forget that the season is accompanied by unique

insurance risks. Whether it’s around your home, cottage, on the road or on the water ensuring you and your family are protected over the sum-mer months is essential to peace of mind.Around Your Home & CottageBeing educated on summertime insurance expo-sures around your property can greatly decrease your chances of having a claim, however, it is important to have adequate protection in place should an unforeseen circumstance arise.

Pools – If you are considering installing a pool or purchasing a home that has one, it is impor-tant to consider the insurance implications. A pool adds inherent risks to a property and also increases the value of your home. Be sure to re-view and meet your municipal by-law regula-tions as well as any safety requirements your insurance company provides.

Entertaining – Many people enjoy entertaining over the summer months which often includes BBQ’s, campfires and various parties. It is im-portant to remember that entertaining as well as hiring help greatly increases your liability exposure and reviewing your insurance is es-sential to ensuring you will not be liable in the event of a claim.

Renting Your Home or Cottage – Families often opt to rent out their home while vacation-ing or decide to rent out their cottage during the time they are not able to enjoy it. Although this is a great way to earn some additional income, it is important to consider the risks associated with renting and what your insurance policy covers. For example, some policies have a limit on the amount of times you can rent per year as well as the duration of the rental. Be sure to review your policy thoroughly with your broker before renting your property to ensure you have adequate protection.

On the RoadMany people enjoy seasonal vehicles such as

RV’s, ATV’s, motorcycles and classic cars. Each mode of summer transportation brings unique insurance requirements and your needs should be thoroughly reviewed each year with a repu-table broker.

On the waterEnjoying time on the water is often a highlight

of the summer but it is important to remember that many water activities also have insurance implications.

Small crafts – Kayaks, canoes, paddleboats and other non-motorized watercraft are often a staple at cottages. It is important to note that many of these items are often not covered under

a standard homeowner’s policy and it is recom-mended that you talk to your broker to ensure they are covered.

Boats and Personal Watercrafts - Motorized boats and personal watercraft vehicles such as Seadoo’s and Jetski’s should be insured under their own policy. Although boat insurance is not a legal requirement in Canada, insurance is highly recommended to cover liability of pas-sengers, damage and theft as well as damage to other property by your motor craft.

As with all insurance it is important to pur-chase your seasonal coverage from a reputable and knowledgeable advisor. With over 25 years of experience in the industry, National Truck League is pleased to review and make seasonal insurance recommendations for all of our cli-ents to ensure they have adequate protection for themselves and their families.

By Rod StillerPresident of

National Truck League Insurance Solutions

New Season = New Insurance Risks

Bollywood gossip

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EntErtainmEnt


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EntErtainmEnt


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July 2014 | The Trucking Network | 41June 2015 | The Trucking Network | 39

EntErtainmEnt


Top 4 Most Beautiful Bollywood Debutant 2014 – 2015

1. Shraddha Kapoo

4. Tamanna Bhatia

2. Vani Kapoor

3. Poonam Pandey


One month, over 8,000 dead, more than 19,000 injured and countless more homeless later, May brought

no quarter to earthquake-devastated Nepal. More to the point, it ushered a second major quake and United Nations pleas for the inter-national community to muster whatever aid it can as millions mourned lost loved ones and destroyed homes, villages and lives among the rubble.

When a 7.3-magnitude quake ripped through Nepal at 12:50 p.m. local time on May 12 southeast of the Kodari border crossing into Tibet, it hammered 26.5 million people within a smaller total area than the American state of Illinois already de-bilitated on April 25 by a 7.8 earth-quake along the same fault. Though the May quake struck further east on the border shared by the Dolakha and Sindhupalchowk districts southeast of Kodari, the force once more radiated massively. Northern parts of India including Bihar, Uttar Pradesh and West Bengal felt the shaking and citizens reported experiencing tremors as far from the Chennai epicenter as 2,400 kilometers away.

Scientifically speaking, the magnitude and location were near-identical enough to the April earthquake for May’s event to be considered an aftershock. For the citizens of Nepal, it was nothing short of a nightmare relived.

Nearly half a million homes lay destroyed and multitudes await shelter, clean water and food in the aftermath. Meanwhile, June’s relentless annual monsoon rains creep ever closer on the horizon. Jamie McGoldrick, resi-dent United Nations coordinator in Nepal,

fears the international community is forsak-ing its window to offer significant relief. To date, Finance Minister Dr. Ram Sharan Mahat told the BBC, overseas aid accounts for less than 10 per cent of his government’s relief spending in the wake of the twin quakes.

“I am disappointed in the sense that there was such an impressive response in terms of search and rescue — all the teams that came

in to do the work, they did very impressively and comprehensively — and maybe they think that’s the job done,” McGoldrick said. “The talk now is about reconstruction, but we are trying to remind people that in between search and rescue and recovery, there is a phase called relief and we can’t forget that.”

UNPRECEDENTED DISASTER AT EVEREST

The April 25 earthquake set off the single deadliest day on Mount Everest in Nepal’s history. As of the end of May, the death toll from that first event stands at 19 people lost at Southern Base Camp on Earth’s highest mountain, 220 kilometers east of that quake’s epicenter. In addition, officials reported at

least 61 people injured and “dozens” more missing or stranded at higher elevations by a series of avalanches.

Among the dead, the Nepal Mountaineering Association reported on April 28 that the avalanches claimed the lives of 10 Nepalese Sherpas, four unidentified climbers and five foreign climbers. Among the two Americans, one Chinese, one Australian

and one Japanese climbers killed, Google executive Dan Fredinburg’s death seized Western headlines as a recognizable face of the carnage.

The initial destruction and rippling se-ries of avalanches and mudslides wiped out numerous entire villages throughout Nepal. Among UNESCO World Heritage sites in the Kathmandu Valley, buildings that have withstood the march of centu-ries in the Kathmandu Durbar Square, the Patan Durbar Squar, the Bhaktapur Durbar Square, the Changu Narayan Temple and the Swayambhunath Stupa now lay in ruins.

Many buildings and citizens who withstood the first quake did not survive the May af-

InformatIve

DEEPENING DEVASTATION -Nepal Rocked By Second Earthquake In Two Months One month and a second disaster later, the UN continues to call for streams of aid

TTN Writer


InformatIve

tershock. The second earthquake’s ensuing damage added an additional 117 people to this spring’s casualty count, as well as an-other 2,500 injured.

That body count includes eight bodies - six U.S. Marines and two Nepalese soldiers - recovered May 14 from the wreckage of a downed UH-1 Huey helicopter dispatched to central Nepal on disaster relief opera-tion. Three days later on May 15, another estimated 1,700 still either awaited or were receiving treatment for injuries.

The pounding of 32 out of Nepal’s 75 na-tional districts sent citizens and displaced refugees of Kathmandu into the streets, where the city filled with tents within hours of buildings being evacuated. Reports indi-cate that the district of Sindhupalchowk may have suffered the most extensive damage - 95 per cent of the area’s homes destroyed

between the two disasters.Even the further-removed damage in

India proved significant. The aftershock left 17 dead in India - 16 lost in Bihar and an additional casualty in Uttar Pradesh - and citizens fleeing their homes and workplaces briefly interrupted Delhi Metro service. China additionally reported a single death, a woman killed in Tibet by falling rocks.

A CALL TO COMPASSIONThe UN has not sat idle throughout the

crisis, Marhat said. The aid simply hasn’t come in the form financial backing for a government depleted of funding to fuel its own relief efforts.

Instead, the UN and other aid organiza-tions have spent millions of dollars bolster-ing their own direct efforts. An appeal from the UN for $423 million (£273 million) in funding to extend tents and tarpaulin, dry

food rations, clean drinking water and toi-lets to more than 2 million displaced survi-vors could support many efforts for the next three months of recovery.

Thus far, the UN has raised roughly $92.4 million. “The international community pro-vided relief materials, the services and some goods but they didn’t give money - they have their own institutions and agencies to deliver the services,” Mahat said.

Your help isn’t just needed - it is now more urgent than ever. If you can offer anything to help at all, please, contact one of the worthy or-ganizations listed below today to donate.• WorldVision - WWW.WORLDVISION.CA• Government of Canada - WWW.INTERNATIONAL.GC.CA• The Canadian Red Cross - WWW.REDCROSS.CA• UNICEF Canada - WWW.UNICEF.CA

Truck drivers operating a massive ve-hicle under the influence of alcohol or drugs cause truck accidents across

Canada and the United States every year. These accidents can be severe, given the size difference between large trucks and passen-ger vehicles and the recklessness with which impaired truckers often drive. Survivors of accidents related to truck driver impairment can recover damages for losses sustained due to negligent, careless or imprudent driving.

A truck driver is impaired when one is un-able to use one’s mental faculties, sense of reasoning, and judgment to safely operate a tractor-trailer or a semi-rig. That impairment is often the result of the use of alcohol or pre-scription or narcotic drugs while behind the wheel or prior to getting behind the wheel.

Most drivers don’t want to consider the pos-sibility that the trucker beside them on the highway is under the influence of alcohol or drugs. Unfortunately, drug use and alcohol abuse by truck drivers is a reality in some cases. The serious danger posed by truck drivers under the influence of alcohol or drugs is the

reason why the Federal Motor Carrier Safety Administration (FMCSA) has strict drug and alcohol testing guidelines in place.

Trucking companies are required to subject new hires to alcohol and drug tests before the person becomes employed. Companies must also conduct random alcohol and drug screenings. Drug and alcohol testing is also a requirement after accidents that cause serious

accidents or result in truck driver citation.Effects of Alcohol and Drug Use on Truck

Drivers Alcohol can slow a driver’s responses,

delay reflexes, and impair judgment. That means a significantly lowered ability to drive safely and responsibly or use emergency ma-noeuvres to avoid an accident.


DRIVING UNDER THE INFLUENCE: Never, Ever An Excuse TTN Writer


InformatIve


T he problem really boils down to money. At the core of it is the distribution of money in the trucking industry. It’s not exactly rocket science.

There’s “BIG MONEY IN TRUCKING”. it’s just not distributed well.Higher driving costs and falling pay rate have created a truck-driver

shortage that’s likely to worsen in the coming years.It is hard to believe that there is shortage of truck drivers, when

commercial driving schools and trucking companies are pumping out newly trained drivers in flocks.

Driving a tractor trailer in Canada has become a job for immigrants or people who cannot find jobs based on their skills and experience, who will work for less money. They are accustomed to sustenance level living in their home countries, or that is what they need to do, to stay in this country. Time is not too far until the cost of living in Canada catches up with them. Then they’ll realize they can’t work for peanuts either.

There just aren’t adequate incentives to keep the skilled, experienced drivers in the industry and attract new talent.

If someone could make more money as a heavy equipment operator, driving a bulldozer and be at home every night, why be a trucker?

The industry needs to smarten up and pay truckers a fair wage if they want drivers to “keep on trucking”. Bringing in temporary labour isn’t the answer. It’s just a patch based solution.

More recently, companies offering substantial sign on bonuses and increases in mileage rates. It is a step in the right direction, but it’s still not enough.

Will driving a truck for a living ever be as good as it once was 25-30 years ago? It is a concern the industry needs to address.

In general the drivers are un-paid for:• sitting in traffic jams• waiting at customs, border crossings• loading and unloading time delays• DOT scales and inspections• extra time weighing and scaling a load• performing circle check on truck and trailer• company safety meetings and seminars• weather delays• making arrangements for company equipment breakdowns and

waiting for repair, when on the road

In Canada Truck Driver Salary Rate Range is Hourly $15.50-$26.25/Hour (Gross pay) or Mileage .35 - .55/km

Canadian trucking companies weep and cry the blues about the empty seats in their company trucks and their big losses in rev-enue. However, it is mind boggling they are so surprised drivers aren’t lining up to fill these driving jobs. Driver turnover rates are

Driver Shortage – Principal concern of the trucking industry

“What is driver shortage, why it exists in this booming economy and what are the facts?”

By Raj Harjika


InformatIve


in excess of 80%.The trucking industry has got a serious

shortage of truckers. There’s more demand than ever to move goods by trucks, which creates an even greater shortage. But, as men-tioned above there are very clear reasons this issue has become so solemn.

Nothing has been done to address these looming issue over the past number of years.

Canada’s trucking sector will need to find as many as 319,900 new employees over the next 10 years to keep the wheels moving.

A recently released study by the Canadian Trucking Human Resources Council offers good news for tucking job seekers since it portrays an industry with loads of career op-portunities. Retirements among the sector’s existing workers, high turnover rates, and a growing economy are creating job openings for workers and recruitment challenges for employers.

The reading delivers the most up-to-date snapshot of the current industry workforce, inspects future industry growth, and explores future human resource requirements.

Following are its findings:What’s on the horizon?• By 2021, the truck transportation sector

will need at least 153,000 additional work-ers – just to address the surge in demand, current opportunities, and retirements in an aging labour force.

• The actual need for new workers is even higher. After accounting for existing employ-ees who leave the sector, there will need to be as many as an additional 319,900 workers over the next 10 years to meet labour market demand and account for workers who retire or leave the sector.

• Class 1/A-Z company truck drivers and truck/trailer mechanics are reported to be the most difficult positions to fill.

Industry labour profile• The trucking sector includes about 31,000

firms, most of which are located in Ontario (33.5%), Quebec (22.9%), Alberta (17.3%) and British Columbia (12.1%), with the balance distributed among the other provinces.

• Drivers (including shunt drivers) ac-counted for 82% of the trucking sector’s workforce in 2015.

• Female workers account for a mere 4% of the sector’s workforce. While women ac-

count for 3% of drivers (including shunt driv-ers), mechanics, transport trailer technicians and cargo workers, they account for 25% of freight claims, safety and loss prevention specialists, 13% of parts technicians (parts persons), and 18% of dispatchers.

• 64% of the workers in the surveyed com-panies were between the ages of 30 and 55 years, and 18% were 55 and older.

• Workers in truck driving occupations

(with the exception of shunt drivers) were oldest (i.e. 45 years or more). Nineteen per-cent of the workforce was 30 years of age or younger.

The fact is the future of trucking industry is bright and has tremendous benefits to offer but the industry as a whole needs to align together and enforce the sustainability of “truck drivers”, create more opportunities and attract new talent.


Welcome back to DIGITAL DRIVE, our monthly survey of the inno-vations in equipment and tech-

nology that carry trucking forward as the worldwide supply chain’s safest and most dependable, trusted freight channel.

If we’re to be completely honest, we could fill half this issue with the various ramifica-

tions and revelations emerging from Nevada’s pioneering licensing of North America’s first official highway-ready autonomous trucks. As giant a leap as Daimler Trucks North America’s (DTNA) trailblazing licenses are, we would be remiss if we ignored sev-eral other promising small steps ahead that didn’t garner a fraction the major-media buzz that the first light of the Autonomous Era generated.

• DAIMLER DINGED BY TAKATA RECALL?

Speaking of DTNA, the month of May wasn’t an entirely merry occasion for the glob-ally regarded truck manufacturer.

As a matter of fact, when Japanese manufac-turer Takata caved under U.S. federal govern-ment pressure and recalled a record-setting 34

million U.S. vehicles’ airbags, DTNA launched their own investigation into the recall’s poten-tial impact on their own vehicles.

“The safety of our products is our highest priority and we are following this matter closely.

Daimler Trucks North America is presently investigating a very small population of po-tentially affected vehicles referenced in the Takata notices. Until that small population

is identified, we have no further comment,” DTNA head of corporate communications and public relations David Giroux told Fleet Owner in an e-mailed statement.

U.S. regulators have acknowledged six deaths and over 100 injured worldwide to date as a result of defective, potentially explo-sive airbag inflators that have launched shrap-

nel into vehicle passengers upon deployment. The U.S. Department of Transportation and Takata listed BMW, Chrysler, Ford, General Motors, Honda, Mazda, Mitsubishi, Nissan, Subaru and Toyota among the affected manufacturers.

According to the DOT, the explosive poten-tial in the defective airbags increases as the propellant degrades with time. When it ig-nites instantly in the event of an accident, the


Technology

DIGITAL DRIVE - Monthly Highlights In Trucking Tech

TTN Writer


Technology

inflators rupture under excess pressure and launch immensely hazardous metal shards into the cabin.

More information is available now at www.SaferCar.gov/RecallsSpotlight to help own-ers determine if their vehicle is among those now covered by what has been officially ac-knowledged as the largest automotive recall in history.

• KEN-TOOL 17.5 SIDEWINDER KIT: CHANGING THE WAY WE CHANGE TIRES

There is no safely taking anything lightly when it comes to a rig’s tires.

When a tire needs changed, it typically needs changed quickly. Not only that, there can be no doubting how securely attached the replacement i, but there is also no taking for granted the importance of keeping the ve-hicle secured during the operation. Suffice it to say, this isn’t exactly popping a spare onto a Honda Civic in the driveway.

Technicians, meet the Ken-Tool 17.5 Sidewinder Kit. This newly introduced item combines five specialized tools into one all-in-clusive set for changing and servicing 17.5”-di-ameter truck tires and wheels as quickly and effectively as possible.

Thanks to the Sidewinder, one technician can now handle any difficult changeover with no delays. The revolutionary patent-pending 17.5 Sidewinder Demount Tool uses the technicians weight to keep the tire assem-bly and wheel grounded while separating the wheel and tire from each other with applied leverage.

Meanwhile, the companion Gap Tool makes inserting the Demount Tool easily by safely creating an opening between the wheel and tire bead. According to Ken-Tool’s description, the Gap Tool’s spooned end makes mounting easier than other thicker tools can be providing additional “bite” with its unique spooned end.

The kit also includes Ken-Tool’s Leather Rim Protector, designed for work with chrome or aluminum wheels, along with three tire bars, the 17.5 bead holder, and leather rim protector.

• PETERBILT ADOPTS BENDIX SmarTire PRESSURE MONITORING SYSTEM

With a mind toward crafting safer and more

cost-effective trucks, Peterbilt has announced the addition of Bendix SmarTire Tire Pressure Monitoring Systems to their integrated cab-and-sleeper Model 587 vehicles.

Real-time, on-demand tire status reports and in-cab displays and optional audible alerts keep operators apprised of developing pres-sure imbalances via the truck’s main instru-ment cluster. Keeping updated pressure and temperature statuses available at a glance will help Model 587 operators get ahead of condi-tions ripe for tire failure, maximizing uptime and tire life and minimizing operating costs.

Peterbilt and Bendix are betting on their partnership digging into an ongoing issue for fleets across North America: across the board, tire replacements and maintenance total the largest maintenance costs for fleets across all sectors, according to the Technology & Maintenance Council. Nearly equal in impact to directly addressing insufficient equipment, it only takes 10 PSI below the recommended inflation for a single tire to make a 1-per-cent cut into fuel economy. The hope is that the Bendix system - already optional on Peterbilt Models 579 and 567 trucks - can provide own-ers with measurable ROI within two years through more timely tire maintenance.

• KENWORTH MEDIUM TRUCKS & EATON 10-SPEED UltraShift PLUS VAS TRANSMISSION

Three medium-duty Kenworth truck models have become the chapels for a mar-riage of the 8.9-litre Paccar PX-9 engine and Eaton’s versatile 10-speed UltraShift Plus VAS transmission.

The Eaton UltraShift Plus lends Kenworth’s T370, T440 and T470 customers an alternative to traditional automatic or manual transmis-sions, a construct whose electronic clutch ac-tuation system’s quick clutch engagement and shifts come recommended for construction, refuse, municipal pickup and delivery and ag-ricultural uses across any engine-RPM range.

“The system automatically selects an ap-propriate start gear and adapts shift decisions based on driving environment,” Kenworth marketing director Kurt Swihart said in an introductory statement. “The transmission, which has a maximum torque rating to han-dle all medium duty engine ratings, provides better control of engine and transmission

functions for smooth automated shifting and vehicle launches.”

“Kenworth has an excellent partnership with Eaton, and our medium-duty truck customers will benefit from the performance and value of the Eaton UltraShift PLUS VAS transmission option for the Kenworth T370, T440 and T470,” he added.

Kenworth’s product rundown also spot-lights the Eaton UltraShift Plus VAS’s engine and clutch over-speed protection, auto neu-tral, creep modes, and hill-start aid.

• ISUZU TOASTS MILESTONEWe round out this month’s tech review

with a salute to one major commercial vehicle manufacturer’s milestone three decades in the making.

Isuzu Commercial Truck of America emerged as a contender in the North American manufacturing of quality com-mercial trucks in 1984. The Japanese-founded company has proven over the intervening 31 years to be as adept at designing reliable ma-chines for the supply chain as they’ve been at building well-received passenger vehicles. In May, that position in the industry was ce-mented when Isuzu delivered its 500,000th North American truck to Farmers Home Furniture in Dublin, GA.

Fittingly, the vehicle was sold to an American company that has trusted Isuzu trucks since 1998. The N-Series delivered last month marked the 235th Isuzu truck pur-chased to service 187 stores across the south-east United States in the 17-year relationship with Farmers.

Phillip Faircloth, president and chief execu-tive officer of Farmers Home Furniture, said: “We began buying Isuzu trucks in October 1998, and we’ve never stopped. Our drivers like them because they’re so maneuverable, and they offer a high cab design with a pan-oramic view that makes them easy to drive,” said Farmers president and CEO Phillip Faircloth. “From a company perspective, we like them because of their reliability, long-term dependability and fuel efficiency. Farmers’ success is built on long term relationships. Isuzu is one such partner playing an impor-tant role in its ability to assist us in delivery of fine furniture to America’s small towns. This is our 235th Isuzu truck, but it won’t be our last.”


News &CoNtiNuatioNs



Continued from page 25Fatigue and Sleep • Work hours and scheduling • Sleep policy/regulations • Alertness, boredom Action Plan•Two report back sessions to the sector –sharing results, linking with local and in-

ternational collaborators –action planning with companies, custom-

ers, drivers, workplace wellness partners and research team

• Design team established –Website developed – TRIHPP –Tailored targeted health literacy

–Customer survey development –Knowledge Transfer sessions with collabo-

rators- IWH, WSIB –Collaborative integrated workplace well-

ness research projects explored Potential Action Directions

• Individual health literacy approaches • Company/corporate workplace wellness

approaches • Customer approaches • Policy/government regulatory

approaches • Develop a coordinating collaborative • Conclusions

• Results showed chronic disease risks and modifiable lifestyle risk factors related to working conditions.

• Collaboration with stakeholders from the sector will help to inform work site policy interventions and offer an evidence base for programs and policies to improve health and safety among these high risk professional drivers.

• Engaging with community members and community organizations will help to assess and enhance the system’s capacity to deliver equitable health services and programs.

Sign-Ups Open For Flo Components Lubrication Training

Manitoba Trucking...

Continued from page 18“Each one-day seminar will have a balance of theory and practical – 50% of the time will be your traditional in-class training, 50% will be more hands-on training,” an-nounced Flo marketing specialist, Gabriel Lopez. “These seminars are designed and presented as an unbiased, third-party, ven-dor-neutral lubrication training program – we don’t bring people there to sell them on our products, we teach them what they need to know about dealing with everyday lubrication issues, so when they apply what they learn, their payoff is immediate and permanent.”

The cost to register and attend is $95 in addition to HST. Check out more de-tails and sign up immediately at www.FloComponents.com.

Continued from page 18He will be responsible for leading a truck-

ing industry-tailored safety and training pro-gram designed to engage workers in keeping themselves, their co-workers and their work-places productive and safe. The MTA and Pschulski have committed themselves to providing companies with valuable informa-tion and educational resources to help them become eligible for certifications that can lead to discounted workers compensation board premiums.

Titanium Transportation...Continued from page 17The overall EBITDA margin improved from 15.9% for the same period in 2014 to 11.5%. Logistics revenue jumped 74 per cent to the tune of a $9.4-million increase as the logistics EBITDA margin shrank from 10.5% to 6.2%.

“We are pleased to announce record results for the first quarter of 2015 including a sig-nificant increase in operating margins,” said

Ted Daniel, CEO of Titanium. “These results are particularly positive, as the first quarter is historically our weakest due to industry seasonality.”

The report also potentially reflects the posi-tive impact of Titanium’s $2.8 million rev-enue windfall and $200,000 EBITDA from the group’s purchase of Muskoka Transportation Ltd.

Continued from page 13“We need to be able to design equipment in the best way to meet regulations, but without having to add too much complexity,” he said. Nyberg would rather sensible regulations take effect only once the people who write them have taken into consideration how truck engines dif-fer from those of standard passenger vehicles. Blindly approving regulations in any other fash-ion could result in compliance requiring total vehicle performance “assessment” and separate engine “standards” in order to fall in line.

“Technology Fatigue”...


Continuations

DRIVING UNDER THE INFLUENCE: Never, Ever An ExcuseContinued from page 41A person driving while alcohol- or drug-im-paired may also be more likely to fall asleep at the wheel or miss important accident cues. Wrong-way driving may also be linked to truck driver impairment.

A truck driver’s driving skills can also im-paired by the use of prescription medication. Some truck drivers might use certain drugs to stay awake for long periods of time while driving. However, when the effects of the drug begin to wear off, the person suddenly slips into a state of extreme fatigue and could actually fall asleep at the wheel.

Truck Drivers and Sleep Deprivation Truck driver impairment is also the result

of sleep deprivation. Truck drivers who are driving for long periods of time without any rest may begin to suffer from extreme sleep deprivation, causing impaired driving skills that seriously increase the risk of an accident. The FMCSA enforces hours-of-service rules

that require drivers to not drive beyond a certain amount of time and require rest pe-riods in an attempt to keep drowsy drivers off of the roads.

Look down the roadMyth: Good truckers can slow down safely

without much notice.Reality: To safely slow down, a commercial

motor vehicle driver should look at least 15 seconds ahead (a quarter-mile on the inter-state and one-and-a-half blocks in the city). Paying attention to the road ahead helps avoid dangerous, abrupt braking situations.

Don’t drive drowsyMyth: Drivers are used to getting little

sleep and can safely stay awake by using distractions.

Reality: Research shows that being awake for 18 hours is comparable to having a blood-alcohol concentration of .08 per cent. It’s vital to your safety and the motorists around you to pay attention to signs of drowsiness, such as fre-

quent yawning, heavy eyes, and blurred vision.These recommendations were developed

using generally accepted safety standards. Compliance with these recommendations is not a guarantee that you will be in con-formance with federal, state or local laws. Compliance with these recommendations does not ensure the absolute safety of your occupation or business.

Additional commercial motor vehicle (CMV) driving resources

For more safe driving tips for CMV opera-tors, visit these sites:

• Federal Motor Carrier Safety Administration – Videos, safety tips and statistics.

• Commercial Truck and Bus Safety (Transportation Research Board) – Research, safety belt statistics and ergonomics.

• Drowsy Driving (National Sleep Foundation) – Warning signs of drowsy driv-ing, prevention and videos.

Guidelines For Buying A Used Truck TractorContinued from page 31

It might be time for an out-of-frame or less expensive in-frame overhaul to ensure the truck tractor continues to run for many more years.

4. Maintenance LogsIf you suspect the engine has already undergone

an overhaul, check the truck’ s maintenance records. Look for any engine work that may have already been done and for other major repairs. The maintenance record should give you a good idea of how well the truck was looked after, in addition to letting you know if the oil was changed on a regular basis. Most me-chanics and/or operators will mark the last mileage date of an oil change on the air filter. Check to see if this date coincides with the maintenance records.

5. Brake PadsA truck with worn brake pads may still be a good

investment. Replacing brake pads is a relatively inex-pensive repair, and something you should take care of as soon as possible. Safety comes first.

What truck tractor inspection tips do you have for new truck tractor drivers? Comment and let us know.

Kenworth mack international equipment inspection tips used truck tractors used transportation equipment.

THE PURSUIT OF THE CUP: Coffee Vs. TeaContinued from page 29

In general, tea has also been shown to help Type 2 diabetics process sugars more effectively and also improve bone mineral strength and density.

*****After decades of really getting to know

it better, coffee is truly an underappreci-ated treat. However, if pressed to favor one hot cup of comfort over another, one truth elevates one choice over an-other: for all its varieties and centuries as a favored proponent of both mental and physical wellness, the tea family

has never demonstrated a single inher-ent downside to overall health. A fine cup of coffee is a wonderful thing, but not necessarily recommended for indi-viduals diagnosed with certain heart conditions due to its concentration of caffeine. That’s to say nothing of the un-pleasant physical effects that come with ingesting massive quantities of a diuretic in a single sitting. Tea, on other hand, provides all of the same benefits (and then some) while actually keeping the body hydrated. Whatever your “cuppa,” though, you just can’t go wrong.

Trucking Violations Lead To Murder...Continued from page 18The latter eventually came under an-other order and Devasko pleaded guilty in May 2012 to circumventing the fed-eral orders. He served 90 days in jail fol-lowed by a 12-month supervised release.

Though Lewis apparently targeted Daniels, the attempt on his life ultimately led to the slaying of Daniels’ nephew at the then-residence of the federal wit-

ness. The hired hitman also faces a life sentence with the possibility of parole. Before his sentencing, he used friends’ identities - including Daniels’ - to fraud-ulently obtain DOT numbers for both Eagle Transport and Eagle Trans.

Devasko and Lacey Lewis both contin-ued to operate Eagle Trans. with Daniels’ assistance after Devasko reported in November 2012 to prison.

COMPANIES IN THIS ISSUEA

ATLANTIS RADIATOR ...................... PG 201-800-716-3081AFIMAC TRANSREP ........................ PG 521.800.313.9170

BBURROWES INSURANCE BROKERS PG 111-888-690-0010BISON TRANSPORT ....................... PG 151.800.462.4766BENSON TIRES ................................ PG 541-866-6BENSON

CCELADON CANADA ...................... PG 3 & 141-800-332-0518C.A.T INC. ......................................... PG 32 (888) 829-8666 EXT. 224CHALLENGER. .................................. PG 61.800.334.5142CLARKE ROAD TRANSPORT. ......... PG 461-800-387-3558CASCADES TRANSPORT INC.. ...... PG 17819-363-5804

DDAY & ROSS ..................................... PG 201-855-872-7602DRIVE LOGISTICS ........................... PG 48866.909.0903

FFREIGHTLINER ................................. PG 4

GGORSKI BULK TRANSPORT ........... PG 13800.265.4838 X 255GLASVAN GREAT DANE .................. PG 381-888-GLASVAN

HHOLMES FREIGHT LINES INC. ....... PG 231 800 458 5688HEALTHY TRUCKERS ..................... PG 53

JJBT TRANSPORT ............................. PG 16866-774-9575JD FACTORS .................................... PG 561-800-263-0664

MMACKIE ................................................................PG 43905.728.2400

NNATIONAL TRUCK LEAGUE .............PG291.800.265.6509NEW MILLENIUM TIRE .................... PG 361 888.890.1888

RROAD STAR TRUCKING ...................PG12905.878.7282 EXT 7ROBERT .............................................PG51

SSLH ................................................... PG 211-855-564-8029

TTHE ROSEDALE GROUP ..................PG101-905-670-0057TRANSX ............................................. PG 2 877.787.2679TST TRUCKLOAD EXPRESS ........... PG 341-877-667-7703


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The Trucking Network June 2015 (web edition)