Spring - Private Motor Truck Council of Canada

INSIDE:
SPRING 11
Canadian officials greet proposed border deal with cautious optimism
T h e m a g a z i n e f o r N o r t h A m e r i c a ’s p r i v a t e t r u c k f l e e t s
2011
CONFERENCE
ALSO IN THIS ISSUE:
Debate on Mandatory EOBRs
ISSUE
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©2011 Private Motor Truck Council
of Canada.
Contents
All rights reserved. The contents of this
publication may not be reproduced by
any means, in whole or in part, without
the prior written consent of the Private
Motor Truck Council of Canada.
SPRING 11
ABOVE: Premiere North American private fleet, Praxair Canada Inc., shows off their night-time safety graphics.
Articles and information in this
magazine represent the opinions
of the writers and the information
that, to the best of our knowledge,
was accurate at the time of writing.
Users of any information
contained in Corporate Trucking
are encouraged to validate that
information by independent means.
Please return undeliverables to:
1660 North Service Road East, Suite 115
Oakville, ON L6H 7G3
Columnists
Publisher
Robert Thompson
6
ruce Richards, President / président
B
Private Motor Truck Council of Canada
Association canadienne du camionnage d’entreprise
Editorial Director
Bruce J. Richards
7
teve Ropp, Chairman / président du Conseil d’administration
S
Private Motor Truck Council of Canada
Association canadienne du camionnage d’entereprise
Sales Manager
Joe Strazzullo
8
ary Petty, President and CEO / président et chef de la Direction
G
National Private Truck Council
Association nationale du camionnage d’entreprise
Features
Editor
Jeanne Fronda
Sales Executives
Nolan Ackman, Steve Beauchamp,
Ashley Privé, David Tetlock
Production Team Leader
Adrienne N. Wilson
Senior Graphic Design Specialist
James T. Mitchell
Published by:
on Mandatory EOBRs
11Debate
The pros and cons of making electronic on-board recorders mandatory
By Richard Woodbury
the Clock
15Watching
Canadian and U.S. Hours of Service regulations may soon differ even further
By Sarah B. Hood
19 Join Us Now!
this Road Before
22Down
Canadian officials greet proposed border deal with cautious optimism
By Jamie Zachary
26 2011 PMTC Conference Partners
27 2011 PMTC Conference Brochure
32 Bridge to the 21st Century
34 Advertisers Index
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President
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Vice President
Robert Thompson
Branch Manager
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Published April 2011
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THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
5
PMTC President’s Report Le mot du président, ACCE
A
C
In this issue we cover a number of items of interest,
not the least of which is the preview of the national
conference for private carriers in June, just outside of
Toronto, Ontario.
Ce numéro aborde plusieurs champs d’intérêts, notamment
— et non le moindre — un aperçu de la conférence nationale
des transporteurs privés qui se tiendra en juin, en banlieue de
Toronto, en Ontario.
s Steve Ropp pointed out in his column,
everyone around here is excited about our first
look at Corporate Trucking, the publication for
North America’s private trucking community.
By / par Bruce J. Richards
President / président
Private Motor Truck Council
of Canada / Association
canadienne du camionnage
d’entreprise
This conference is the single most important event
for Canadian private carriers and their suppliers, but
the topic matter applies to carriers from both sides of
the border. Here’s a brief summary:
• The Regulatory Update: an explanation of national
and cross-border issues affecting private fleets;
• Fleet Security: what is happening to our cargo and
our drivers, and what steps progressive fleets are
taking to protect themselves;
• The Value of Driver Training: how to save real
money in your operations;
• Safety Systems for Trucks: a look at the newest in
truck safety equipment and a peek at what’s on the
drawing board;
• Fatigue Management: description of an innovative
fatigue management program implemented by one
of our premium private fleets;
omme Steve Ropp l’a fait remarquer dans son article, c’est
avec enthousiasme que tout le monde ici se prépare à la
parution de Corporate Trucking, le nouveau magasine de
la communauté des flottes privées en Amérique du Nord.
Cette conférence est l’événement le plus important pour les
transporteurs privés canadiens et leurs fournisseurs, mais les
sujets traités s’adressent à la fois aux transporteurs canadiens
et américains. En voici un résumé :
• Mise à jour des règlements : explication des enjeux nationaux
et transfrontières qui touchent les flottes privées ;
• S écurité des flottes : le sort de nos chargements ainsi que
de nos chauffeurs et les mesures que les flottes modernes
adoptent pour se protéger ;
• Importance de la formation des chauffeurs : comment faire des
économies véritables dans l’exploitation de votre entreprise ;
• Systèmes de sécurité pour les camions : coup d’œil sur
les dernières nouveautés en matière de sécurité pour les
camions et aperçu de ce que réserve l’avenir ;
• Gestion de la fatigue : dévoilement d’un nouveau programme
de gestion de la fatigue instauré par l’une de nos meilleures
flottes privées ;
• The Human Resources Puzzle: a review of recent
HR research in trucking and the essential Guide to
HR in Trucking.
• Le casse-tête des ressources humaines : un aperçu des plus
récentes recherches en matière de ressources humaines et
un incontournable guide des ressources humaines dans l’industrie du camionnage.
All this information comes with the opportunity to
network with peers, colleagues and industry suppliers
at THE conference for private fleets in Canada. I look
forward to seeing you there.
À tous ces renseignements s’ajoute l’occasion de créer des
réseaux avec ses pairs, ses collègues et les fournisseurs de
l’industrie lors de LA conférence des flottes privées au Canada.
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PMTC Chairman’s Message Le mot du président du Conseil d’administration, ACCE
H
By / par Steve Ropp
Chairman / président du
Conseil d’administration
Private Motor Truck Council
of Canada / Association
canadienne du camionnage
d’entreprise
as a nice ring to it doesn’t it?
A
vouez qu’il a de la gueule
Yes, this is the first issue of our brand new
communication piece entitled Corporate
Trucking, published specifically for North America’s
private trucking community.
Nous sommes fiers de vous présenter le premier
numéro de notre tout nouvel outil de communication,
Corporate Trucking, destiné spécialement à la communauté
des flottes privées d’Amérique du Nord.
And it is a large enough community to deserve its
own publication, comprising an estimated 60% of
heavy duty trucks on the roads, and transporting
all manner of goods and in all stages of production. This includes finished goods from some of the
world’s biggest names in consumer products, to
semi-finished goods moving between locations, to
the most basic of raw materials.
Cette communauté est assez importante pour justifier la création de son propre magasine spécialisé. En effet, elle représente environ 60 % de tous les camions de gros tonnage
qui sillonnent nos routes en transportant des marchandises
de toutes sortes à toutes les étapes de fabrication. C’est le
cas notamment des produits finis de quelques-unes des plus
grandes marques au monde, des produits semi-finis en transit
entre deux usines, en passant par les matières premières les
plus ordinaires.
Some of these private fleets are immense, with
locations spread across the continent, while others
are smaller, with more regional or even local operations. Some of the common bonds among these
fleets are the need for current, reliable information,
a source of ideas and exposure to innovative practices that the community can share.
And our goal at Corporate Trucking is to bring
those ideas to you. We will be using all the
resources at our disposal, including our readers,
to meet your needs.
So, if there is a topic you’d like us to delve in
to, or a subject that you’d like us to explore just
drop us a line. All ideas will be considered, and in
the mean time, I hope you enjoy the first copy of
Corporate Trucking.
Certaines de ces flottes privées sont gigantesques et sont
établies à la grandeur du continent, d’autres sont de dimensions plus réduites et se concentrent plus à l’échelle régionale,
voire locale. Par contre, elles ont toutes en commun le besoin
d’informations à jour et fiables, une source d’idées novatrices
et un accès aux pratiques novatrices que les membres de la
communauté peuvent s’échanger.
L’objectif de notre nouveau magasine, Corporate Trucking,
est de vous transmettre ces idées. Nous prévoyons utiliser
toutes les ressources à notre disposition, y compris vous, nos
lecteurs, pour répondre à vos besoins.
Alors, si un sujet particulier vous intéresse, faites-nous signe
et nous en évaluerons la pertinence. Nous lirons toutes les
idées et entre-temps, profitez bien de la lecture de ce premier
numéro de Corporate Trucking.
Service. Anywhere. All the time.
THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
7
NPTC President & CEO’s Message Le mot du président et chef de la Direction, ANCE
NPTC 2011 ANNUAL EDUCATION MANAGEMENT
CONFERENCE AND EXHIBITION
EXPO-CONFÉRENCE ANNUELLE 2011 DU NPTC SUR LA
GESTION DE L’ÉDUCATION
ore than 900 attendees were expected to
converge on Cincinnati for the National Private
Truck Council’s 2011 Annual Education
Management Conference and Exhibition. The annual
conference, on April 17-19, 2011, delivered valuable information, education, insights and exceptional value.
rès de 900 personnes étaient attendues à Cincinnati
à l’occasion de l’expo-conférence annuelle 2011
du National Private Truck Council. Cette conférence
annuelle s’est déroulée du 17 au 19 avril 2011 et contenait
des trésors en matière d’information, d’éléments éducatifs
et de perspectives d’avenir.
Here are the benefits attendees enjoyed:
Principaux avantages que les participants en ont retiré :
M
P
•Renseignements on-ne-peut-plus à jour,
By / par Gary Petty
• Late-breaking and up-to-the-minute information
President and CEO /
président et chef de la
Direction
• Networked with peers to learn what they are thinking and
how they approach issues in an efficient manner
•Réseautage avec les pairs pour comprendre leur cheminement et la façon dont ils abordent les problèmes de
manière efficace,
National Private Truck Council
/ Association nationale du
camionnage d’entreprise,
Washington, D.C.
• Participated in interactive workshops to focus on the
issues of prime importance to fleets
•Participation à des ateliers interactifs pour cibler les principaux problèmes des flottes,
• Received ideas, resources and contacts for immediate use
•Idées, ressources et contacts à mettre à profit immédiatement,
• Visited an extensive exhibit hall offering further resources
and insight.
•Visite d’une salle d’exposition offrant une gamme
complète de ressources et de connaissances.
Notably, this year’s annual conference was packed with
tremendous take-home value:
La conférence de cette année offrait une variété d’éléments
susceptibles de captiver les participants.
•Benchmarking Summit: New this year, and free
to all attendees of the Annual Conference, was our
Benchmarking Summit which is designed to take the
NPTC Benchmarking Survey and do a “deep-dive” into
the operating characteristics that would be pertinent to
individual NPTC Fleet members.
•Sommet sur l’analyse comparative : Nouveauté cette
année et gratuit pour tous les participants à la conférence
annuelle, le Sommet sur l’analyse comparative s’inscrivait dans le Sondage sur l’analyse comparative du NPTC
et examinait en profondeur les caractéristiques opérationnelles qui s’appliquent à chaque membre de la flotte
NPTC.
•Education: More than 20 workshops and seminars
provided illuminating insights and best practices to help
demystify some of the critical issues and challenges that
are at the centre of your day-to-day world.
•Keynote Speakers:
Tom Nartker, Vice President, Transportation for Safeway, Inc.
•Conférenciers invités :
Tom Nartker, vice-président, Transportation for Safeway, Inc. ;
D
an Baker, perhaps the best known and most inspirational speaker in the trucking industry.
Dan Baker, sans doute le conférencier le plus connu et le
plus inspirant de l’industrie du camionnage ;
J ohn Hill, former Administrator of the Federal Motor
Carrier Safety Administration and now Principal of The
Hill Group.
John Hill, ex-administrateur de la Federal Motor Carrier
Safety Administration et aujourd’hui directeur du Hill
Group.
•General Sessions: NPTC 2011 featured two new general
sessions focusing on the latest legislative and regulatory
information as well as environmental sustainability.
•Sessions générales : l’expo-conférence de cette année
comportait deux nouvelles sessions générales, l’une sur
les nouveautés en matière de législation et de règlements,
l’autre sur la durabilité écologique.
•Exhibits: A world-class exhibit hall packed with 150
companies showcasing their products and solutions to
help increase the effectiveness of your private fleet.
8
•Éducation : Plus de 20 ateliers et séminaires proposaient
des idées géniales et des pratiques optimales pour aider à
démystifier certaines des grandes questions et plusieurs
grands défis au centre de votre quotidien.
•Expositions : quelque 150 compagnies ont exposé leurs
produits et des nouveautés pour aider à maximiser l’efficacité de votre flotte privée.
•Networking: Unparalleled peer-to-peer interaction.
•Réseautage : Interaction poste-à-poste inégalée
•Recognition: Honoured the private fleet community’s
best and brightest practitioners for their achievements in safety, graphics, leadership and environmental responsibility.
•Reconnaissance : Les meilleurs praticiens de la communauté des flottes privées ont été honorés pour leurs
accomplissements en matière de sécurité, de graphisme,
de leadership et de responsabilité environnementale.
•Social: Meals, events and activities that created an
engaged learning atmosphere.
•Volet social : Repas, événements et activités ont créé une
atmosphère propice à l’apprentissage.
FOR INFORMATION ON THE PMTC CALL 905-827-0587, FAX 905-827-8212, OR VISIT OUR WEBSITE AT WWW.PMTC.CA
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Debate on
Mandatory EOBRs
By Richard Woodbury
The pros and cons
of making electronic
on-board recorders
mandatory
THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
T
he idea of making electronic on-board recorders (EOBRs)
mandatory is a hot topic of debate. Recently, the United
States’ Federal Motor Carrier Safety Administration
(FMCSA) sought feedback on the idea of making them mandatory
for certain motor carriers to help track drivers’ hours of service
(HoS). The original deadline for submissions was April 4, but was
extended to May 23.
The debate has both supporters and people against it, but one
person standing behind the idea is Bruce Richards, the president
11
Debate on Mandatory EOBRs
of the Private Motor Truck Council of Canada
Richards says there are numerous benefits to
it’s the equivalent of having your safety super-
(PMTC). “The sooner we get ourselves to an
EOBRs, including their accuracy and ability to
visor in the chair beside you while you work. If
almost entirely electronic world, the easier it’s
track carriers’ speeds, hours of service and
you consider that, you’re much more inclined to
going to be for trucking,” he says. “We’re long
time spent idling, and it would also help improve
follow the rules.”
past the days where we should be maintaining
the safety of carriers and other drivers on the
reams of paper and bound books and things of
road. “Human nature kind of kicks in here,” he
that nature.”
explains. “If you know you’re being watched,
Gary Petty, the president and CEO of the National
Private Truck Council (NPTC) supports the use of
EOBRs, but there is a caveat. “We don’t like and
don’t support federal mandates of this kind,”
he says. Petty has a hard time understanding
why the FMCSA would make EOBRs mandatory.
“Most of our private fleet companies are already
successfully using this equipment,” he says.
Petty says 80 per cent of private companies
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are using EOBRs, whereas the number drops to
50 per cent in the case of for hire companies.
(These figures are by company and not by unit.)
“What’s
missing from
the current
discussion on
EOBRs is the
issue of why
drivers might
‘adjust’ their
logbooks
in the first
place.”
Joanne Ritchie, Executive Director,
Owner-Operator’s Business
Association of Canada
12
FOR INFORMATION ON THE PMTC CALL 905-827-0587, FAX 905-827-8212, OR VISIT OUR WEBSITE AT WWW.PMTC.CA
Debate on Mandatory EOBRs
With such acceptance, he questions why
the FMCSA would make EOBRs mandatory. “This is almost an example — at least
from the private fleet’s viewpoint — of
government catching up with the industry,”
says Petty.
He worries about the slippery slope a
measure like this could create. “I think one
of the downsides about getting behind this
mandate is if you’re philosophically on board
with a government mandate for one certain
application, then in theory you’d be amenable
to other government mandates,” he says.
The cost of adopting the use of EOBRs is a
concern for some. “It is an added expense,”
says David Heller, the director of safety and
policy for the Truckload Carriers Association
(TCA). “That might be one of the few negative side effects.” For this reason, the TCA
would like incentives to be introduced if the
measure comes to fruition.
Joanne Ritchie agrees there are efficiency
gains associated with using EOBRs, but she
says the debate needs to consider other
factors. “What’s missing from the current
discussion on EOBRs is the issue of why
drivers might ‘adjust’ their logbooks in the
first place,” writes the executive director of
the Owner-Operator’s Business Association
of Canada (OBAC). “In an industry where
drivers are regulated along a timeline and
paid — for the most part — along a distance
line (and only when they’re moving), it’s not
difficult to figure where the problem lies...
EOBRs still rely on driver input and as long
as drivers feel pressured to accommodate
unreasonable delivery schedules or struggle
to make sure there are enough hours left in
the week to make some money, that input
will be no more accurate than it is in a paper
log. The technology does nothing to address
the on-duty, not driving, demands of carriers,
brokers and shippers, which is why those
folks who believe there’s going to be sudden
compliance with HoS when everyone gets
hooked up to black boxes are in denial.”
Even once a decision is reached, the EOBR
debate will continue.
“The sooner we get ourselves to an
almost entirely electronic world, the
easier it’s going to be for trucking.”
Bruce Richards, President, Private Motor Truck Council of Canada
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THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
9/11/09 2:46:12 PM
13
IT’S YOUR MESSAGE.
GIVE IT
THE EDGE.
T
en years ago, Kevin Brown and I decided to
use our 30 years of experience in the
association publishing field to establish MediaEdge
Publishing. We wanted to use our skills, knowledge
and love of publishing to build a business with a
focus on providing exemplary customer service and
leading edge association communication solutions.
Today, MediaEdge is the leader in quality custom
publishing for associations. We treat every client
like our only client, and their agenda is our agenda.
These have remained our guiding principles since
we first opened our doors.
Customer service is our number one priority.
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WATCHING
the CLOCK
Canadian
and U.S. Hours
of Service
regulations may
soon differ
even further
By Sarah B. Hood
T
he Hours of Service regulations in
Canada and the U.S.A. have never been
harmonized, and may soon move even
farther apart.
“There are quite a lot of little differences,” says
Bob Halfyard, Director of Safety and Compliance
with Challenger Motor Freight Inc. “The main
ones that a driver has to be concerned about are
the daily consecutive hours of driving time, the
work cycles and the reset rules.”
In the U.S., maximum driving time within one
elapsed time window is 11 hours; in Canada,
it’s 13. Elapsed time windows also vary. “In
the U.S., it’s a 14-hour window from the time
you start,” says Halyard, “whereas in Canada
we can stretch that into 16 hours with a twohour break that can be done all at once or in
half-hour increments.”
The U.S. work cycle is based on 70 hours of
driving within eight days. In Canada, it’s 70 hours
THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
in seven days or 120 hours in 14 days. Canada
requires a minimum of 36 hours between cycles,
while the U.S. requires only 34. “When drivers
are coming into Canada, they just have to make
sure they take that extra two hours so they stay
in compliance,” Halfyard says.
There is no wiggle room: Canadian drivers operating in the United States are fully bound by
U.S. Federal Motor Carrier Safety Administration
(FMCSA) HOS regulations, and vice versa. “None
15
COMPARISON OF U.S. AND CANADIAN FEDERAL HOURS OF SERVICE REGULATIONS
Maximum
driving
within
elapsed
time
window
Maximum
on-duty
within
elapsed
time
window
Limit on
consecutive Maximum
hours of on-duty
Sleeper
driving hours
“Restart” Berth
Offduty
period
Elapsed
time
window
Canadian
regulations
10 hours
including
8 consecutive
hours
16 hours
including
minimum
2-hour
break
13 hours
14 hours
None
70 hours in
7 days or
120 hours
in 14 days
U.S.
regulations
10 consecutive
hours
For most
11 hours
drivers: 14
consecutive hours.
May
continue
on-duty
but not
driving
afterwards
Normally
14 hours.
16 hours
once or
twice per
week for
some
drivers
None
For most
drivers: 14
consecutive hours.
May not
continue
on-duty
afterwards
13 hours
Not more
than 7
hours
after last
break
of at
least 30
minutes
No
Proposed
change
new U.S.
regulations
under Notice
of Proposed
Rulemaking
10 or 11
hours
(currently
under discussion)
36 consecutive hours
or 72
consecutive
hours
Definition
of on-duty
time in
vehicle
May
substitute
for offduty time
subject to
driving
and onduty
limits
Any time
in moving
CMV except
sleeper berth
or time as
passenger
before 8
hours offduty.
60 hours in 34 con7 days or
secutive
70 hours in hours
8 days
Same
as above
Any time
in moving
CMV except
sleeper berth
No change
Same as
above but
subject to
new
driving
and onduty
limits
Does not
include
resting time
in parked
CMV. Does
not include
up to 2 hours
in moving
vehicle as
passenger
before/after
10 hours in
sleeper berth.
34 consecutive
hours not
more than
once per
week. Must
include 2
periods
midnight-6
a.m.
NOTE: individual jurisdictions may have exceptions; some conditions may apply
ONLINE
The online, interactive version offers you the chance to
embed Video or Audio Files Directly into Your Ad
Contact: Joe Strazzullo (204) 480-4401
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FOR INFORMATION ON THE PMTC CALL 905-827-0587, FAX 905-827-8212, OR VISIT OUR WEBSITE AT WWW.PMTC.CA
Watching the Clock
of the enforcement people are lenient whatso-
To simplify the system for drivers, it’s wise to
ever. When in Rome you do as the Romans do,”
avoid switching rulebooks. “Typically, what we
says Halfyard.
tell our drivers is if you’re going into the U.S. a
Drivers who frequently cross the border have
to be especially careful when switching from
one rulebook to the other. Even if a vehicle has
just entered the U.S., driving logged in Canada
earlier in that day or that cycle may be taken
lot, try to stay on the U.S. rules. If you’re spending
more of your time in Canada and only going to the
U.S. infrequently, then stay on the Canadian rules
and only switch to the U.S. rules when you’re
going to the U.S.”
into account. However, a driver cannot be
Since the summer of 2010, the FMCSA has been
penalized for driving longer hours than U.S.
moving towards modifications to the HOS regu-
regulations allow unless they were actually on
lations, with a publication deadline of July 2011.
U.S. soil at the time.
Under the proposed new regulations, the U.S.
“If you’re compliant with the U.S. rules, 99%
elapsed time window would still be 14 consecu-
of the time you’ll be all right in Canada,” says
tive hours, but drivers would not be able to
Halfyard. “Where we can gain some efficiency is
continue on-duty as they now can. The maximum
when we are coming back into Canada from the
elapsed time within the driving window, now set
U.S. Because there’s the 11-hour driving rule in
at 11 hours in the U.S., will either stay the same
the U.S., as long as the driver can exit the U.S.
or drop to 10, that is yet to be determined. Also,
before that 11th hour, then they can continue to
the new proposals would drop the maximum
drive. Conversely, going the other way, you have
on-duty time within the driving window down
to make sure you’re not going past the 11 hours.”
from 14 to 13 hours.
The
“If you’re
compliant
with the U.S.
rules, 99% of
the time you’ll
be all right in
Canada”
Bob Halfyard,
Director of Safety and Compliance,
Challenger Motor Freight Inc.
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THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
17
Watching the Clock
A new limit is proposed for consecutive hours of
driving: not more than seven hours after the last
break of at least 30 minutes. The reset period
would remain at 34 hours, but a driver would not
be allowed to reset the cycle more than once per
week, and the reset period would have to include
two periods falling between midnight and 6 a.m.
Only one area may loosen up: the definition of
“on-duty” time may change so that it does not
include resting time in a parked vehicle or up to
two hours as a passenger in a moving vehicle, so
long as that time falls immediately before or after
10 hours spent in a sleeper berth.
Some think that stricter HOS regulations may
correlate with better safety records, but it is not
clear to what extent the proposed U.S. regulation changes will really affect driver fatigue — if
at all. What is certain: they’re unlikely to make
cross-border logbook calculations easier.
Sources:
• Department of Justice Canada: Commercial
Vehicle Drivers Hours of Service Regulations
(SOR/2005-313):
http://laws-lois.justice.
gc.ca/eng/regulations/SOR-2005-313/
• USDOT Federal Motor Carrier Safety
Administration: Hours-of-Service Regulations:
http://www.fmcsa.dot.gov/rules-regulations/
topics/hos/index.htm
• USDOT Federal Motor Carrier Safety
Administration: Hours-of-Service (HOS)
Proposed Rulemaking: http://www.fmcsa.dot.
gov/rules-regulations/topics/hos-proposed/
hos-proposed.aspx
• USDOT Federal Motor Carrier Safety
Administration: HOS Frequently Asked
Questions: http://www.fmcsa.dot.gov/rulesregulations/truck/driver/hos/hos-faqs.asp#_
• Bob Halfyard, Director of Safety and
Compliance, Challenger Motor Freight Inc.,
519-653-9770
Belleville: 53 Grills Road, Belleville, ON N1T 1Z6
Cambridge: 410 Pinebush Road, Concord, ON L4K 3Z3
Milton: 8155 Lawson Road, Milton, ON L9T 5E5
Head Office: 36 Cardico Dr., Gormley ON L0H 1G0
18
Tel.: (905) 888-6363 Fax: (905) 888-6061
TollFree: 1-866-482-5311
[email protected]
FOR INFORMATION ON THE PMTC CALL 905-827-0587, FAX 905-827-8212, OR VISIT OUR WEBSITE AT WWW.PMTC.CA
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Visit our website at
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THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
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DOWN THIS
ROAD BEFORE
Canadian officials greet proposed
border deal with cautious optimism
By Jamie Zachary
22
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Down This Road Before
A
proposed security perimeter between
Canada and the United States that
could improve cross-border efficiencies
is being met with cautious optimism by the
trucking industry.
The plan, which was announced in early
February between Prime Minister Stephen
Harper and President Barack Obama,
includes measures that could see jointly
operated Canada-U.S. border facilities, an
integrated entry-exit system and crossborder law enforcement.
The new measures are intended to improve
the flow of people and goods between the
two countries, as well as better track potential
security threats.
“We’ve been down this road before, with
promises of change and promises of trade
efficiencies, and they haven’t materialized,”
says Jennifer Fox, vice-president of customs
for the Canadian Trucking Alliance, who points
to previously unsuccessful efforts to improve
border efficiencies, such as the Security and
Prosperity Partnership.
“It’s been disappointing, to say the least. So
we have a renewed sense of optimism, but it’s
cautious optimism.”
Not helping matters is the absence of a firm
timetable to finalize the deal. Both governments have pledged to establish a Beyond
the Border Working Group that will report to
countries’ leaders in the coming months. The
working groups will then report back annually, with their mandate to be reviewed after
three years.
Notable within the proposed security perimeter is a pledge to review joint efforts for risk
assessment, says Fox.
“Depending on what the meaning behind that
is, it will be a really good opportunity to look
at where we currently have unequal playing
fields in terms of regulations and requirements,” she says.
Ruth Snowden, executive director of the
Canadian International Freight Forwarders
Association, further points to how the
proposed plan could help to reduce
redundant programs between the two
countries that reduce efficiencies when
transporting goods.
For example, the United States has its ocean
security programs — Advanced Manifest
System and Importer Security Filing —
while Canada has similar measures with the
Advanced Commercial Information Marine and
the new eManifest marine. “If these programs were identical and provided
one administration and risk assessment platform, conceivably each country could reduce
administration costs and the private sector’s
costs while still providing the security expected
by each country’s citizens,” she says.
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THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
9/11/09 2:46:12 PM9/11/09 2:46:12 PM
23
Down This Road Before
Similarly, if Canada’s new eManifest Highway
system was identical to the American ACE
system, companies and their employees would
benefit from reduced costs, improved compliance and drivers could cross our joint borders
more freely, adds Snowden.
“I don’t detect any
“If the two countries could in fact devise
a uniform, standardized and comprehensive approach to perimeter security, we should
be able to realize efficiencies that elude us
today,” she says.
security, or their
“A good idea? Yes. A viable possibility considering each nation’s need to protect its sovereignty and the track record of new security
initiatives over the past decade? Doubtful.”
Critics have also been quick to attack the deal
as a threat to both countries’ sovereignty. Yet
David Bradley, president and chief executive
of the Canadian Trucking Alliance, says it’s a
misnomer to characterize this to be the negotiation of a perimeter security agreement.
“I don’t detect any lessening of U.S. concerns
lessening of U.S.
concerns over
view that the
border in some
ways represents
the first line of
defence.”
David Bradley, President and Chief
Executive, Canadian Trucking Alliance
over security, or their view that the border
in some ways represents the first line of
defence,” he says. “The Department of
Homeland Security will no doubt continue to
be an elephant in the room.”
Bradley also doesn’t expect negotiations will
lead to the dismantling of the plethora of measures introduced in the name of security that
have been implemented over the past number
of years.
Further complicating the proposed plan is the
recent fall of the Conservative government,
which could further delay any such program.
Yet while Fox admits it’s a setback, and that
anything can happen with a new government,
she’s quick to point out that border inefficiencies will not be disappearing anytime soon.
“The border is not going away. The problems
with the border are still going to exist today and
tomorrow with yesterday’s government and
tomorrow’s government,” she says.
When it comes to
safety and compliance,
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A FLEET MANAGEMENT,
MOBILE COMMUNICATIONS AND
ONBOARD COMPUTING COMPANY
THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
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28
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-
THE MAGAZINE FOR NORTH AMERICA’S PRIVATE TRUCK FLEETS
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The Bridge to the 21st Century
L
ike all successful organizations, the Private
Motor Truck Council of Canada improves
by adapting to change. The effectiveness of
these changes depends totally upon the commitment of the private trucking community and its suppliers to their own future. Several years ago the council
sought investment to continue providing programs and
services and to make sure its voice remains strong, clear
and persuasive.
The “Bridge to the 21st Century Fund” was created to:
• Build an operating reserve to allow the council to continue to promote the special interests of the private
trucking community and to continue the provision of
valuable services and programs;
• Continue our commitment to the Canadian Trucking
Human Resources Council to ensure the development
of a skilled worker pool for the future;
• Defray legal and administrative expenses involved in
making briefs and presentations to government;
• Be a one-time campaign fund to provide the momentum
to carry PMTC into the 21st Century.
A number of supporters responded to the challenge,
and in doing so, became members of a very special group
of PMTC supporters. On this page you’ll see the companies that have already made this commitment — we
extend our thanks on behalf of the entire membership.
Bruce J. Richards
Bruce
Richards
President,
PMTC
President, PMTC
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Flexi-Van Canada, Ltd............................ 16
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Forster Instruments Inc.......................... 17
Glasvan Trailers Inc. .............................. 12
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Grote Industries Co. .............................. 20
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Huron Services Group Ltd
................................ Outside Back Cover
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Location Brossard Inc........................6 & 7
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Mack Trucks.................. Inside Front Cover
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PeopleNet......................................24 & 25
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Peterbilt of Canada................................ 33
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Traction Heavy Duty Parts - UAP Inc. .........
34www.traction.com
Truck-Lite Co. Inc................................... 10
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Twin City Graphics................................. 18
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Unique Personnel Services Inc. ............. 17
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VerXdirect Corp........................................ 9
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GTA Trailer Rentals Inc........................... 18
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Roadranger Marketing........................... 34
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Volvo Trucks Canada................................ 3
www.volvotrucks.com
Harper Power Products............................ 9
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Shaw Tracking................Inside Back Cover
www.shawtracking.ca
Vulcan On Board Scales........................... 5
www.vulcanscales.com
Howes Lubricator................................... 21
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Tiger Tool International Incorporated...... 20
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Western Toronto International Trucks Inc...... 5
www.wtitrucks.ca
34
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