SNOW REMOVAL – TRAILERS

http://www.jdtrailerprotection.com/

This time of year in most of Canada we worry about snow flying off the tops of our trailers. First off we must get one thing straight and that is if it comes off your truck or trailer and hits someone or something it is the responsibility of the driver and carrier. That said there is a need for some common sense by the carrier, the driver and the driving public. The driving public using a modicum of common sense in the winter time MUST stay well clear of moving tractor/trailers that might have snow and ice on the roof.

There are many methods of clearing snow and ice ranging from a shovel and ladder (dangerous) to ‘home made’ creations of a walkway along level with the trailer top where snow and ice can be scraped off to investing in multi thousand dollars machines that will do the job. See the web site above. If you want more information just ‘google’ snow removal from trailers and you will get all the information you need.

Not much can be done about a lot of those flat bed operators who may start out in northern Quebec or NB and accummulate snow and ice along the way until you encounter them along the 401 just when a large piece of ice is unlodged onto your windshield. See above about steering clear of tractor trailers during winter time conditions.

If it comes off your rig, tractor, trailer, or automobile – YOU ARE RESPONSIBLE!

Facility Audits

I have always wondered why facility audits between those administered by the Ontario Government (MTO) and the U.S. DOT differ so significantly. For example, in the MTO audit the scoring for the Driver Profile is worth 45 points virtually halfof the audit since the safety and training profile is only included at the request of the carrier. It is my opinion that the Driver Profile should be more extensive whereas at present it pretty much covers the driver’s commercial driving license and logs. For example:

MTO – Driver Profile

Qualified Driver           10 points

Log & Time Records    10 points

Cycles                             10 points

Data Items                       5 points

Total                                45 points

In other words half of the MTO audit is based on a driver’s license and logs. This needs to be changed to include such other important aspects of a driver’s profile as the cvor, abstract, job application, references, driving record, accident record, training record, specialty training, medical examination, road testing and annual performance reviews to name but a few.

At least the U.S. DOT Facility Audit is considerably more extensive and more than satisfies the requirements much more so then that of the MTO. For example:

U.S. Driver Qualification File

1. Application for employment,

2. Motor vehicle record from states for new hires,

3. Previous employer information for drivers hired before October 29, 2004,

4. Road test form and certificate, or certificate accepted in lieu of road test,

5. Medical exam certificate, original or a copy,

6. Any letter granting a waiver of a physical disqualification,

7. Annual motor vehicle record from states for current drivers,

8. Annual review of driving record and,

9. List of violations.

The MTO audit is weak as it is today, and any future revision must include a more extensive and meaningful Driver Profile certainly more inclusive then a driver’s license and six months of logs.

MISLEADING INFORMATION

I have been reading in Truck Magazines where drivers complain about 400 series highways being inundated with potholes to the extent that the highway infrastructure is crumbling. I just drove from Cambridge on the 401, to 416 to Ottawa, 417 to Orleans and return to Brighton via 417, 416 and 401. With the exception of one bridge where the pavement was somewhat shattered on the left lane I never saw a pothole. Conditions were sunny and dry pavement with relatively light traffic. I did however see a number of near misses and some terrible commercial driving incidents to go along with a lot of good solid driving examples to the rest of us.

With the controversy about the 105 km/h speed limit I wondered what are trucks doing out there. Over this same period and distances I gave up counting at well over 800 trucks (two of us in the car) and I would estimate that the large percentage of trucks travelled at 105, 110, 115 and 120 km/h. The majority of them travelled between 105 and 115. It was very rare to come upon a truck averaging 100 km/h.

Lobbyists are fond of saying repeatedly that the delays at the U.S./Canada border is causing havoc with our economy. I have been monitoring the CBSA border delay times web site for a number of weeks and it is extremely rare that there are any significant delays either southbound or northbound from St. Stephen, NB in the east to Huntington, BC in the west. I venture to say that most of the delay problems are caused by carriers who foot dragged in getting onboard with the new programs and left it up until the last minute and then went crying to their Trucking Associations. For example, I just checked the site at 1800 hours March 13, 2008 and there are only a 10 delay northbound and 20 delay southbound at Champlain. (probably due to snow removal) The trucking companies that I am associated with are C-TPAT/FAST and CSA/FAST approved and use ACE and RNS and never experience any problems at the border. I know it is hard to keep up and it costs money for support and sometimes personnel but if we want to run south we have get with the program. In fact, we would be wise to get ahead of the program and be ready at implementation.

CARGO SEAL SUPERIOR TO PADLOCK

There are a number of advantages to using a cargo seal to that of a padlock regardless of the quality of the padlock. All locks – with the rare exception of a high security locking system – can be compromised through picking. A padlock can also be foreced open quickly using readily available tools. This can be accomplished without any evidence of the break-in.

A lock that has been removed for the purpose of theft can be easily replaced. Padlock are not normally numbered so a driver would not know it had been switched until reaching the final destination. Locks also require key control programs. This leaves room for compromise of the key or combination.

Seals typically cost less than locks, and offer the convenience of a faster and easier removal. This can be especially important during an emergency when the load needs to be opened by first respondeers. It might be vital for safety and security to know if a shipment has been compromised (e.g., pharmaceuticals or food products).

Seal give drivers, security and loading dock personnl a reason to carefully inspect the container and surrounding area. This reduces the overall risk of the shipment.