May 2017 Volume 37, Issue 4
TRUCK NEWS Eastern Canada’s Trucking Newspaper Since 1981
Delivering daily news at trucknews.com
Page 11
Page 14
Page 26
Page 46
Too many trucks
Orders on the rise
On the road
Titanium posts financial results, claims overcapacity continues to be an issue.
Early indications suggest this may be a better than expected year for truck demand.
We take Kenworth’s new T880S with set-forward axle for a spin.
Medium-duty, big decisions
Working hard for less money
Medium-duty truck buyers have plenty to think about before choosing a vehicle.
RET ADVERTAIL ISING P AGES 47 -
54
Latest Best Fleets to Drive For survey shows drivers are working more and getting paid less By Sonia Straface MARKHAM, ONTARIO Company drivers and owner-operators working for the 2017 Best Fleets to Drive For are making less money year-over-year while driving more miles. This is according to results published in March during the 2017 Best Fleets to Drive For webinar put on by Jane Jazrawy and Mark Murrell of CarriersEdge, which administers the program. The awards program recognizes for-hire fleets that provide exceptional workplace experiences for their drivers, and shares that information to showcase to others what successful carriers are doing to attract and keep drivers. The program itself is in its ninth year and is produced by CarriersEdge in partContinued on page 12
PM40063170
Careers: 17, 29-44 Ad Index: 57
Power lift
Huge components are moved for the Lower Churchill Project power system By Carroll McCormick ST. JOHN’S, NEWFOUNDLAND n a dark February night, a 128-wheel Goldhofer hydraulic platform trailer does the limbo under deactivated power lines, lifted out of the way by utility lines people. Over a constantly salted and sanded road, it moves a 205-ton stator 37 kilometers to Soldiers Pond, southwest of St. John’s, Nfld. This three-hour move is one of six carried out by Transport Bellemare International in service of the Lower Churchill Project’s Labrador - Island Transmission Link: three stators and three 225-ton rotors, which will be mated to become synchronous motors, but more properly called synchronous condensers. High-voltage direct current power flowing down from the Muskrat Falls hydroelectric generating facility in Labrador will be converted to high-voltage alternating current at Soldiers Pond. “The purpose of the synchronous condenser is to maintain the stability and reliability of the electrical transmission grid as it adjusts to conditions during operations,” explains Stephen Follett, project manager, HVdc Specialties with the Lower Churchill Project. The stators and rotors, built in Trois-Rivières and Sorel, Que., arrived by barge last fall at the Pennecon Energy Marine Base in Bay Bulls, for the hydro project owner, Newfoundland and Labrador crown corporation Nalcor Energy. The 90-foot long Goldhofer, with 16
O
axles and weighing around 60 tons, along with five 1996 Western Star tractors with dual drive axles and 600 hp engines, and a 60-ft., 12-axle, self-propelled Goldhofer trailer, hitched a ride to the island on the barge. The Bellemare team, 12 strong, including supervisors, engineers and operators, moved the stators and rotors off the barge with the 60-ft Goldhofer. Its hydraulics, which power two feet of up and down axle travel, are so responsive that the trailer can hold loads level even as the barge, moored alongside the wharf, bobs up and down on the waves. In the Pennecon Energy Grand Banks Warehouse, the 90-foot Goldhofer does a hydraulic dip, backs under a rotor that is sitting on steel saddles, and then raises itself and its load up in just a couple of minutes. Pulled by three tractors and pushed by two more, the procession – the top speed for these loads is 20 km/h – works its way out of Bay Bulls, up the steep and narrow South Side Road, west along the Witless Bay Line, and then north to Soldiers Pond. En-route, the hydraulics raise and lower individual axle ends, roll the whole platform on the curves and pitch it on the hills, to keep the load as level as possible. Once safely down the steep access road and onto the converter station site at Soldiers Pond, the 12-axle Goldhofer takes the stator and moves it into place. It will be joined by the other stators and rotors, as well as seven 175-ton transformers transported by day from Bulls Bay by Mammoet, using another Goldhofer. Continued on page 24
Available exclusively in the Freightliner M2 106. DDC-EMC-ADV-0031-0217. Specifi cations are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2017 Detroit Diesel Corporation. All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.
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for maximum uptime. The legend continues with the new Detroit DD5 engine. Freightliner.com/M2-DD5
Inside the Numbers with Lou Smyrlis
BIG CHALLENGES Trucking has many challenges but for Eastern Canada’s carriers managing maintenance expenses tops them all Many motor carriers from the Maritimes to Ontario are employing a variety of electronic devices to aid them in staying on top of maintenance expenses, our latest research indicates. Three quarters of those who do use electronic devices, rely on onboard connectivity, either provided by the truck OEM or by an aftermarket provider. Biggest challenge in managing business 20%
Managing fuel expenses
Types of electronic devices on fleet trucks
of respondents
27%
Managing maintenance expenses
Follow Lou on Twitter @LouSmyrlis.
Onboard connectivity from truck OEM
31%
Onboard connectivity from aftermarket provider
44%
GPS/vehicle location unit
63%
Recruitment of drivers
24%
Tire pressure monitoring system
22%
Recruitment of technicians
6%
Automatic tire inflation
10%
Training and retaining staff
9%
Electronic onboard recorder
19%
Fleet management system 5%
7%
New technology in trucks
Safety devices (in-cab video cameras, etc)
16%
Customer satisfaction
4%
Cargo/load monitoring equipment
10%
Main reasons for not using electronic monitoring equipment
Size of heavy duty vehicle fleet
12%
1-4 vehicles
8%
5-9 vehicles
14%
10-14 vehicles
23%
25-99 vehicles
30%
100-499 vehicles
18%
500 or more vehicles
5%
Not reliable
75%
Too costly
12%
Too complicated
Lease some or all of vehicles
NO 68%
YES
32%
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4 Truck News • May 2017
TRUCK NEWS
Contents
ISSN 0712-2683 (Print) ISSN 1923-3523 (Online)
Lou Smyrlis Director Business Development 416-510-6881 lou@newcom.ca Kathy Koras Associate Publisher 416-510-6892 kathy@newcom.ca A. (Tony) Hohenadel Publisher - truckandtrailer.ca 416-614-5800 tony@newcom.ca Dan Robinson Director Digital Marketing 416-510-5123 dan@newcom.ca EDITORIAL James Menzies Editor 416-510-6896 james@newcom.ca Sonia Straface Associate Editor 416-510-6890 sonia@newcom.ca
In Every Issue
Derek Clouthier Truck West Editor 403-969-1506 derek@newcom.ca
Marketplace ............47-54 Announcements .......... 57 Ad Index ....................... 57 Mark Dalton ................. 58 New Products .............. 59 Newland Transport ...... 60 Mail ........................... 61
DESIGN AND PRODUCTION Carolyn Brimer, Beverley Richards, Michael Chimienti, Tim Norton ACCOUNT MANAGERS Anthony Buttino National Accounts Manager 416-458-0103 anthonyb@newcom.ca Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca Delon Rashid Western Accounts Manager 403-713-1054 delon@newcom.ca Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca Tony Jelicic Regional Accounts Manager 416-614-5813 tonyj@newcom.ca Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca Truck News is published monthly by
Newcom Business Media Inc.
CHAIRMAN & FOUNDER: Jim Glionna PRESIDENT Joe Glionna VICE-PRESIDENT Melissa Summerfield Director of Circulation Pat Glionna Subscription Inquiries Lilianna Kantor Phone: 416-614-5815 Fax: 416-614-8861 Email: lily@newcom.ca RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: CIRCULATION DEPARTMENT, TRUCK NEWS 451 ATTWELL DR., TORONTO, ON M9W 5C4 PUBLICATIONS MAIL AGREEMENT NO. 40063170 CUSTOMER NO. 4006214
We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.
42
Bill Cameron – Opinion
Feature Stories
Independent trucker Bill Cameron has some ideas on how we can start attracting youth. It begins with getting on the same page, he contends.
43
Al Goodhall – Opinion
Road test We take the new Kenworth T880S with set-forward axle on a drive in Chillicothe, Ohio. 26
Al Goodhall wonders how we can attract youth to the industry when we are in the process of automating the driving profession.
Medium-duty, big decisions
44
Infrequent buyers of medium-duty trucks may be surprised at how much on these vehicles has changed. 46
7
39
Editorial
Scott Taylor – Tax Talk
We weigh in on the opinion of an Ontario mayor who wants to ban dangerous goods shipments in bad weather.
When it comes to taxes, don’t believe everything the salesman tells you, warns our resident tax expert Scott Taylor.
8-22
Business Titanium Transportation says overcapacity is still an issue, OEMs are increasingly optimistic about truck demand, and women in the trucking industry discuss work-life balance.
23
Mark Lee – Opinion Mark has ticked most items off his trucking bucket list, and is planning on staying put at his current carrier rather than chasing the remaining items.
40
Mike Millian – Industry
Karen Bowen – Health Knee issues are a common source of pain among truckers, due to the nature of the job. Karen shares some tips on how to avoid them.
45
Dr. Chris Singh – Health If you’re a city driver or flatdecker, you’re at risk of developing jumper’s knee. Dr. Chris Singh explains why.
56
Two major changes are coming to the trucking industry: the electronic logging device mandate, and the legalization of marijuana. Is your company prepared?
Fleet News
41
The Last Word
Safety Bison Transport safety guru Garth Pitzel outlines how the company installed and maintained an awardwinning corporate safety culture.
TST Overland Express and Saia have developed a cross-border partnership and Purolator dodged a strike.
62
Skelton Truck Lines continues to grow both the fleet, as well as the number of family members who are involved in the running of the company.
28-38
Equipment We discuss equipment trends with Meritor’s John Nelligan, and provide new product highlights from the MidAmerica Trucking Show. Also, a look at why Chevron has chosen to continue producing CJ-4 engine oils.
May 2017 • Truck News 5
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Editorial
Banning dangerous goods shipments in bad weather impractical So, the Mayor of Prescott, Ont. wants dangerous good shipments banned in bad weather. Mayor Brett Todd, whose town is situated in Eastern Ontario alongside Hwy. 401, Canada’s busiest highway, called for the ban at a City Council meeting after a March 14 pileup that involved a truck carrying dangerous goods. The highway was closed for 30 hours. “Why are there not regulations to keep this type of hazardous material off the road when the weather is bad?” the mayor implored, according to reports in local media. The mayor’s call to ban dangerous good shipments in bad weather is impractical at best, maybe even asinine. As a nation that experiences four seasons and inclement weather, the Canadian transportation network must function under the threat of bad weather for much of the year. To grind to a halt the shipment of dangerous goods whenever bad weather threatens would damage the economy and for what gain? The Ontario Trucking Association (OTA), in a letter to Mayor Todd, pointed out the trucking industry experiences approximately one spill for every 40,000 shipments it delivers. It also points out there are more than 2,200 commodities classified as dangerous goods – including shampoo and soap.
They also include gasoline and home heating fuel, as well as chemicals and supplies needed by the local businesses whose taxes contribute to the running of towns like Prescott. Anyone who has traveled the 401 corridor knows bad weather can pop up unexpectedly. Requiring trucks to park at roadside when this occurs can create an even more dangerous situation, increasing the risk of a car piling into the back of the parked truck.
Instead he, as bureaucrats are wont to do, called on staff to research Ministry of Transportation regulations and to bring back a report to council. He said the report would be used to drum up support from other municipalities to advance the ban. Hopefully, when city staffers conduct their research, they’ll discover that drivers hauling dangerous goods are specially trained and must renew their certificates every three years. This training is also required of other members within the supply chain, including shippers and receivers. I hope also they’ll learn about the detailed labeling requirements for trailers and containers used to ship dangerous goods, which help first responders quickly identify the nature of the product on-board or within. Maybe, in their research, they’ll come across the Emergency Response Guide – updated in 2016 – which is used by first responders in the event of an emergency, or the 24/7 emergency phone number that connects first responders with expert chemists and advisors, equipped to handle any situation. The prudent response of the staffers tasked with conducting this research, would be to report back to City Council and Mayor Todd that the trucking industry has in place extremely tight controls on the transportation of dangerous goods. Limiting these
Requiring trucks to pull off the highway when bad weather looms will divert them into towns like Prescott, in the search of non-existent truck parking facilities. Todd didn’t offer up any viable alternatives when he called for the banning of dangerous goods shipments in bad weather.
shipments to sunny days would be impractical and unnecessary. I’m reminded of a discussion I had with the safety manager of a large bulk trucking company that specialized in dangerous goods. He detailed the extensive process that goes in getting fuel from the oil patch to the gas station. When you consider the entire supply chain gasoline must travel through before reaching the gas station, the fact remains the greatest source of spills is when the clumsy motorist puts the gas into his or her car. Spills involving tractor-trailers, of course, are of greater consequence and must be eliminated to the extent possible. But, as the statistics would support, we’re already doing a good job of preventing them and placing further restrictions on dangerous goods shipments would do little, if anything, to improve safety, while taking an enormous toll on the economy. TN
James Menzies can be reached by phone at (416) 510-6896 or by e-mail at james@newcom.ca You can also follow him on Twitter @JamesMenzies.
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Canada shines at TCA convention
NASHVILLE, TENNESSEE O Canada! A number of Canadian Ă HHWV DQG GULYHUV IHOW WKH ORYH DW WKLV \HDU¡V 7UXFNORDG &DUULHUV $VVRFLDWLRQ 7&$ DQQXDO FRQYHQWLRQ DV WKH\ UDNHG LQ WKH KDUGZDUH 0RVW QRWHZRUWK\ ZDV WKH GRXEOH &DQDGLDQ Ă HHW ZLQ IRU WKH 7&$¡V 1DWLRQDO )OHHW 6DIHW\ $ZDUGV ZKLFK UHFRJQL]H FRPSDQLHV WKDW KDYH DQ XQSDUDOOHOHG FRPPLWPHQW WR VDIHW\ 0DQLWRED¡V %LJ )UHLJKW 6\VWHPV ZRQ WKH VPDOO FDUULHU FDWHJRU\ ZKLOH %LVRQ 7UDQVSRUW WRRN KRPH WKH WURSK\ IRU WKH ODUJH FDUULHU FDWHJRU\ ,W ZDV WKH VHYHQWK \HDU LQ D URZ WKDW %LVRQ ZRQ WKH JUDQG SUL]H LQ WKH 1DWLRQDO )OHHW 6DIHW\ $ZDUGV 7KHUH WR DFFHSW WKH DZDUG ZDV WKH FRPSDQ\¡V GLUHFWRU RI VDIHW\ DQG GULYHU GHYHORSPHQW *DUWK 3LW]HO ´2Q EHKDOI RI RXU H[HFXWLYH PDQDJHPHQW WHDP DQG RXU HPSOR\HHV DQG FRQWUDFWRUV ,¡G OLNH WR WKDQN WKH 7&$ Âľ KH VDLG ´:H¡UH DEVROXWHO\ IRUWXQDWH ZH KDYH SHRSOH EHOLHYLQJ DQG VXSSRUWLQJ DQG H[HFXWLQJ VDIHW\ WKURXJK WKHLU GDLO\ DFWLRQV ,¡G OLNH WR FRQJUDWXODWH DOO WKH DZDUG UHFLSLHQWV DQG WKDQN WKHP IRU WKHLU GHGLFDWLRQ WR VDIHW\ DQG HQVXULQJ WKDW WKH\ JHW WKHLU GULYHUV KRPH WR WKHLU IDPLOLHV Âľ %LVRQ 7UDQVSRUW ZDV WKH VWDQG RXW Ă HHW DV LW ZRQ DOPRVW HYHU\ DZDUG JLYHQ RXW GXULQJ WKH FRXUVH RI WKH WKUHH GD\ FRQIHUHQFH LQFOXGLQJ WKH 7&$¡V &RPSDQ\ 'ULYHU RI WKH <HDU $ZDUG (DUO\ LQ RQH RI %LVRQ¡V GULYHUV 0XUUD\ 0DQXOLDN PDGH KLVWRU\ DV KH ZDV WKH Ă€UVW WR UHFRUG WKUHH PLOOLRQ DFFLGHQW IUHH PLOHV ZLWK WKH FRPSDQ\ +H ZDV QRPLQDWHG E\ %LVRQ DQG ZRQ WKH 7&$¡V FRYHWHG DZDUG ZKLFK FDPH ZLWK D SUL]H “There are so many exceptional professional drivers in this industry and to be recognized as one of the best is truly very special,â€? Manuliak said upon accepting the award at the awards banquet on March 28. “I’ve been driving for 25 years and I’ve been with Bison for 15 of those. Bison has helped me get to where I am today. Even though it is us the drivers that receive these awards, it’s important to remember that accomplishments can’t be achieved alone.
This award is as much a result of (Bison’s) effort as it is mine.” The Owner-Operator of the Year Award went to Gary Buchs, a driver for Landstar System based in Jacksonville, Fla. As well, for the second consecutive year, Bison was named the winner of best overall fleet in the large carrier category in the 2017 Best Fleets to Drive For program. The program, now in its ninth year, was created in partnership with CarriersEdge and the TCA. Winners were announced at the convention. Bison has won the best overall fleet award in the large carrier category a total of three times. “When you look at Bison’s program, it’s really based on one thing,” said Pitzel. “And that is the absolute caring for the wellbeing of our professional drivers. Again, what makes this award special is that it starts from a nomination of a driver and it is validated through the selection process by our drivers.” Jane Jazrawy of CarriersEdge said Bison was named the overall winner because it “offers a wide range of exceptional driver programs, it has high levels of satisfaction, and an annual turnover rate of under 20%.” Grand Island Express of Grand Island, Nebraska was named the best overall fleet in the small carrier category. Like Bison, this is the
fleet’s third time winning the overall award. In addition, it has been named among the Best Fleet’s Top 20 for six consecutive years. Bison got some extra love at the conference as TCA welcomed Bison president and CEO, Rob Penner, as the association’s newest chairman. He is the second
officer, and first vice-chairman for the TCA. “It has been an honor for me to work alongside the truckload industry’s finest leaders; each of them have helped prepare me for this day and for that I am grateful,” he said in his acceptance speech at the TCA convention on March 28.
Murray Manuliak (second in from left), a driver with Bison Transport won the Company Driver of the Year Award at this year’s TCA convention.
executing that strategy to get things done. “To use a trucking analogy, we need to decide if we’re going to be the truck or the trailer,” he said. “We can continue to be the trailer and follow along the path others are taking us on, or we can choose to be the truck. To be the truck, we need to be actively involved in managing our own path. We must map the route that will take us to where we want to go. It puts us at the front of the line as leaders.” Penner also announced the formation of a strategic task force charged with developing a TCA position paper to address issues affecting productivity, profitability, and the movement of freight across North America. “Today, it appears we are trapped spending the majority of our face time with lawmakers and regulators talking about what we don’t want. What we need is for them to give us time to talk about what we stand for, not what we stand against,” he said. “We want a seat at the table, and the only way we get that is if we are viewed as a thoughtful partner, capable of presenting meaningful, viable, and sustainable solutions to complex problems, and that we back our position with truth and fact. Our new horizon may not be one we are familiar with, but it is one we can shape.” TN
Canadian chairman in TCA’s history. To date, Penner has served on the board of directors for the Ontario Trucking Association and he is active with the American Trucking Associations (ATA). He has also held the positions of treasurer, at-large
THIS MONTH’S CROSSWORD PUZZLE
As chairman, Penner said he will continue to push to embrace change and build upon the strengths and influences the TCA has. “It’s time for us to move from debate to action,” he said, expressing his hope for TCA is to chart a path, detail a strategy, and focus on
TN-167 May © 2017 M. Jackson
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May 2017 • Truck News 9
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Business
Overcapacity remains, but ELD mandate will help: Titanium Company sets stage for growth in 2017 By James Menzies BOLTON, ONTARIO Overcapacity and pressure on pricing made 2016 a challenging year for Titanium Transportation, but the stage is now set for it to resume its growth. Ted Daniel, CEO of Titanium, addressed analysts recently to discuss 2016 year-end and Q4 results. The company posted a net loss of $62,091 in 2016 but grew its revenue by 6% and improved EBITDA slightly over the previous year. It generated $116.6 million in revenue. The truck group saw revenue climb 17% to $84 million, while the logistics segment saw a 14% drop in revenue year-over-year. For the fourth quarter, Titanium posted net income of $119,398, down from $445,595 in Q4 2015. But despite tough market conditions, Daniel noted the company moved into a state-of-the-art headquarters with an eight-acre yard – consolidating five locations – and added a strategically placed terminal in Windsor, near the future Gordie Howe International Bridge. It also completed its integration of Pro North Transportation. Now the company is poised to resume its growth-through-acquisition strategy, though Daniel said he’s more focused on the quality of those pursuits than the number of deals reached. “It’s not about getting a good deal, it’s about getting a fair deal and making sure everyone is happy,” he said. “We are very active and I think there are some very good opportunities out there, where we’re a good buyer who makes sense for certain people and they’re a good seller for us, so it’s a good fit. Not every acquisition out there is a good fit. It has to make sense.” Traditionally, Titanium targeted two acquisitions per year. Daniel said on the call he’s more focused now, not on the number of deals, but on the quality of the fit. The goal remains to become a $500-million per year revenue transportation company. But Daniel pointed out there remains some excess capacity in the marketplace, which is putting pressure on rates. “There are a lot of challenges in this industry, still. I think it’s still a market where there is overcapacity,” Daniel said. “There is still pressure on rates and that’s really the indicator internally that lets me know whether or not the capacity issue has resolved and, quite frankly, it hasn’t.”
But Daniel thinks the new Trump administration in the US could benefit the transportation industry, and especially the 60% of Titanium’s business that crosses the border. “We do have a flatbed division
new bridge and we’re actually very excited about Trump’s direction economically. When the US does well, industrially-speaking, Ontario does well and Quebec does well… When you invest in infrastructure,
Ted Daniel, Titanium CEO, and Marilyn Daniel, operations manager, are expecting the upcoming ELD mandate to eventually have an effect on capacity. that is very excited about the type of economic beliefs Mr. Trump has,” Daniel said. “He believes in infrastructure, we have a Windsor location and we believe in the
that creates jobs and jobs create demand for trucks.” Asked if the ELD mandate set to take effect in the US this December will drive out capacity and improve
pricing, operations manager Marilyn Daniel said she feels it will – eventually. “ELDs are a major factor in the upcoming year for sure,” she said. “What we are seeing in the marketplace – and certainly through our M&A targets – is a lot of hesitation to embrace the ELD mandate and a lot of uncertainty around it. We have seen through our own experience, the effect of ELDs and the learning curve required. I’m very much for ELDs, but there’s definitely a bit of an adjustment across the fleet and carriers are likely unprepared. So, I definitely think there’s going to be a capacity crunch in the marketplace as a result of the ELDs. I think we’ll start seeing it in the next few months. We’re seeing it now from customers requesting ELD implementation proof, asking us how long we’ve been on it, in recognition of the learning curve that’s involved. I think the true effect will be seen in the fourth quarter of 2017 and in 2018.” Ted Daniel said the impending ELD mandate could also drive more consolidation within the industry. “There are some companies out there that have had some great years, but perhaps they’re more in the concluding chapters of their life-cycle,” he said. “They’re not going to make the investment in ELDs.” TN
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May 2017 • Truck News 11
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A disturbing trend Continued from page 1
nership with the Truckload Carriers Association (TCA). Compensation According to the numbers CarriersEdge gathered through hundreds of corporate questionnaires and interviews, and thousands of driver surveys, on average in 2017 company drivers earned US$56,600 (down from $59,199, in 2016). Company drivers averaged 50.71 cents per mile, down from 2016 numbers of 53.82 cents. Owner-operators also made a lot less. Results showed the average earnings for owner-operators in the program was $156,619 in 2017, down from $164,936 in 2016. As well, owner-operators are also driving more miles annually, said Jazrawy. In total, the results showed that owner-ops in the program are making 5.04% less revenue and driving 3.89% more miles. “That’s a big year-over-year change,” Jazrawy noted. “And we don’t know if this is an overall trend, but within the Best Fleets in the program this is what we’ve seen.” What some companies have done to combat this, is provide some sort of guaranteed pay, Murrell said. “There’s been an increase in the number of companies that have started working with guaranteed pay,” Jazrawy said. “What’s interesting to note is, drivers would like more pay, but they are more interested in consistency of pay.” This year, numbers showed that nearly half of the fleets in the Top 20 (44%) had a full guaranteed pay program, where drivers make a minimum amount per pay period. Second class citizens? Another encouraging trend noticed this year by CarriersEdge was the effort fleets are putting forward to create an enhanced and/or equal experience for their drivers so they don’t feel like the second-class citizens within the company. “We know that drivers often feel that way through our driver surveys,” Murrell said. “Which is sort of ridiculous because you have no company without them.” Murrell said though fleets are getting better at “grand gestures” towards drivers, like hosting driver appreciation barbecues, many of them are unaware of subtle cues that occur through normal day-to-day operations that can undercut drivers. “Some of those subtle cues that we see are having driver windows, where they have to walk up to the window instead of walking into the building. Having places where (drivers) can’t go where regular office staff can,” he said.
12 Truck News • May 2017
Murrell added that often, sales and office staff are given a cell phone and company e-mail address when they are hired, but drivers don’t get these luxuries. “We are finding that companies are recognizing these things now and drivers are getting things like e-mail addresses and business cards so they feel like they are part of the company,” he said. Other things Murrell said Best Fleets are doing to make their drivers feel like part of the team are having an open concept terminal, making sure benefit packages for office staff and drivers are consistent, and having a welcome sign at the terminal. “We are also seeing fleets taking it one step further,” he said. “They look at it as drivers being the star athletes on the team, who you want to take care of. Good examples of that are concierge services. Driver pulls in and hands the keys to the maintenance concierge and then goes and hangs out in the lounge while someone else does the paperwork. We’re also seeing fleets offering drivers a service where someone runs errands for them while they are out on the road.”
“Drivers are getting things like e-mail addresses and business cards so they feel like they are part of the company.”
minal facilities to the truck. “More fleets are recognizing that drivers are spending most of their time on the road and in the truck,” Murrell said. “More fleets are trying to make that truck experience really nice for their drivers. Things like upgraded seats, upgraded sleeper berths and more customization.” Murrell said this year a number of fleets are bypassing the sleeper berths altogether and putting their drivers in hotel rooms overnight. “It’s not an industry-wide trend, yet,” Murrell said. “But it is noteworthy because if a driver is getting that quality sleep, it’s a benefit to the driver.” This year CarriersEdge had 140 fleet applications and had 69 finalists. Bison Transport was named the overall winner of the Best Fleets to Drive For competition in the large carrier category. For more on the contest, see pg. 8. TN
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– Mark Murrell, CarriersEdge Murrell’s favorite driver perk he’s seen through the program is a currency conversion program. He said one Canadian fleet interviewed this year offers its cross-border drivers a favorable US exchange rate that is “at par or close to par,” since drivers pay more for things in the states than they would in Canada. “Office staff saw that and they wanted in on that, and the answer was no,” he said. “It sends a nice message that the drivers are the stars and they get to participate in the program and the office staff don’t.” Surprises Dress codes are something that stuck out during interviews this year as well, said Murrell. “We didn’t expect to see anything change in this area,” he said. “It used to be that drivers would get a free shirt at orientation and then they could buy more stuff at the company store. But that’s really being supplemented now by companies just handing out a bunch of stuff on a regular basis. So, four or five shirts at orientation and hats, a voucher for safety boots, and a much more frequent renewal of these things – it’s a nice benefit for the driver.” Another area that surprised Murrell and Jazrawy was the shift from focusing on driver comforts in ter-
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Optimism growing for stronger Class 8 truck demand Two strong months of Class 8 orders put a bounce in the step of manufacturers By James Menzies
to do it in a way that does not harm the economy in the long-term and does not create winners and losers in the market and something like a border adjustment tax would create winners and losers.” McAleese said the US economy is being boosted by strong consumer confidence, low inflation and gas prices, a low unemployment rate and continued GDP growth. Concerns remain around durable goods orders, industrial production growth, and manufacturing. McAleese said the rally is based on US President Donald Trump’s promises to create a pro-business environment, with less of a regulatory burden on businesses, as well as corporate tax reform. “I think our industry is reacting to that somewhat also,” McAleese said. Trucking is benefiting from strong for-hire freight tonnage, low interest rates and cheap diesel. As a result, “I expect build to be a little better than last year,” McAleese said. “I think we have turned the corner.” That renewed optimism carried over when executives from Paccar addressed industry press. Paccar
LOUISVILLE, KENTUCKY Truck and component manufacturers at the Mid-America Trucking Show in late March indicated they are increasingly optimistic about the Class 8 truck market in 2017. Joe McAleese, chairman of Bendix, said going into this year, he expected Class 8 builds to be 5-10% lower than last year. “Today I’m expecting truck build to be up 5% this year versus last year,” he said. “We’ve seen a really significant change in the dynamics of our industry and it’s in a very mixed environment.” January and February Class 8 truck orders were surprisingly strong and sentiment in the industry seems to be improving, McAleese noted. However, he said there are still a lot of uncertainties. For example, McAleese said a border adjustment tax would hurt the economy. “We are opposed to a border adjustment tax,” he said. “The most important thing to us as a supplier and an industry, is we want to be at the table as we have these conversations about tax reform. We need
maintains its 2017 market projections at 190,000-220,000 Class 8 trucks in Canada and the US, but Mike Dozier, Paccar vice-president and Kenworth general manager, says it may now come in on the higher end of the range. “As we came into the year, we probably would have been at the low end – the low to middle – but as things progress and optimism continues to build, we move to the middle and upper end of this range,” Dozier said in an interview with Truck News. “We finished 2017 at about 217,000, so it leaves some room for growth above that.” Kyle Quinn, senior vice-president of Paccar and Peterbilt general manager, shares that view. “In 2017, we expect the truck industry to continue its strong performance,” he said. “Freight tonnage is at near record levels and is expected to go 1-2% higher. In Q4 2016 and early 2017, prices were improving in the spot freight market. The last few months, the energy sector has been strengthening and rig counts are up from their bottom in 2016. The used truck market continues to be a headwind, but we expect used truck prices to stabilize throughout the year. And the legislative agenda is showing some promise that could provide an economic lift.” Some promised corporate tax relief, Quinn noted, could further improve customer sentiment.
“The market has strengthened since the election and quoting activity indicates that could continue further into the year,” Quinn said. Mack is predicting Class 8 truck orders in the US and Canada to total 215,000 units. John Walsh, vice-president of global marketing and brand management with Mack, told press that 2017 is shaping up to be a good year for the company. “The US economy right now is on pretty solid ground,” he said. “2016 was the year of higher than preferred inventories across the economy and higher than preferred inventories of Class 8 trucks dampening orders for new trucks. The good news is, we seem to have worked through this glut. Orders are picking back up. All in all, there are some pretty good tailwinds going into the rest of this year.” But John Nelligan, head of sales and service with Meritor, wasn’t ready to bite. “There’s definitely some signs that there could be an opportunity for the back half of the year,” Nelligan told Truck News in an interview. “We have a (projection) of just over 200,000 Class 8 trucks and I would have to see a couple more months of order intake at heavy volumes before I get convinced (it will be better), because orders will start to fall as we get into the warmer months.” TN
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FAST-TURNING INVENTORY OF USED TRAILERS
Confidence showing through in new trailer orders BLOOMINGTON, INDIANA Final February net trailer orders totaled 25,800 units, down 21% from January but 20% better than last February, FTR reports. February orders were the best for that month since 2014. Refrigerated van orders remained at historically high levels and dry van orders were steady, according to FTR. Trailer net orders have now totaled 239,000 units over the past 12 months. “This is the fourth solid month of orders for trailers,” said Don Ake, FTR’s vice-president of commercial vehicles. “Van fleets are now placing orders for the second half of the year, confident that the economy and freight will continue to grow. Dealers are also restocking after being cautious the last half of 2016. Small fleets have increased their ordering activity in 2017, adding to the market momentum. In addition, vocational markets are beginning to recover after a tough 2016.” Ake said the trailer market is reflecting the Class 8 truck market and that production hasn’t yet responded to the uptick in orders. “The transportation sector is experiencing an improvement in business confidence and this is showing up in the order totals,” Ake said. TN
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Bendix gives update on safety system developments Interest in stability control flatlines, disc brakes and collision mitigation systems on the rise By James Menzies LOUISVILLE, KENTUCKY The adoption rate for electronic stability control (ESC) on new trucks has flatlined over the past few years, and rollovers and jackknifes continue to be an issue in the industry.
That was the message from Fred Andersky, director of customer solutions – controls, for Bendix, who addressed the truck press at the Mid-America Trucking Show (MATS). He said about 32-35% of new Class 8 trucks are being spec’d with ESC and that
The adoption rate for electronic stability control has leveled off, and rollovers remain a problem, Bendix claims. the percentage hasn’t changed much over the past three years. “As much as we would like to sit
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“Last year, we had over 9,000 rollovers and 4,000 jackknifes on the road with large trucks.” – Fred Andersky, Bendix
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back and say rollovers and jackknifes have been reduced, in terms of vehicle miles traveled, we’re still at the same rate we were in 2008,” Andersky said. “Last year, we had over 9,000 rollovers and 4,000 jackknifes on the road with large trucks.” FMVSS 136 will change that. It will require all new trucks to come equipped w ith stability control beginning this August with 6x4 tractors. Andersky he said he expects to see more truck manufacturers making stability control standard as the mandate nears.
Interest in another safety technology, air disc brakes, continues to grow, according to Keith McComsey, director, marketing and customer solutions, wheel-ends, at Bendix Spicer Foundation Brake. The take rate for air disc brakes on trucks was 16% in 2016 and 6% on trailers. Bendix is projecting that to increase to 27% on trucks and 20% on trailers by 2020. McComsey said this growth will occur as OEMs change how they position air disc brakes in the market. For instance, Paccar has made air disc brakes standard on steer axle positions. McComsey said fleets are also recognizing the benefits of disc brakes in terms of performance and total cost of ownership. He said brake job service intervals are 1.5 times longer when running disc brakes and the labor required to service disc brakes is reduced by 25%, since it’s quicker to replace a pad than a shoe. Some fleets are able to avoid friction changes through the first life of the
vehicle when running disc brakes, McComsey added. But fleets that choose to run disc brakes must take care to use approved aftermarket materials. One of the advantages of choosing disc brakes on the truck and trailer is that stopping distance is reduced by 50 feet at 70 mph and 20 feet at 60 mph compared to an all-drum tractor-trailer configuration. Genuine aftermarket parts are required to maintain that shorter stopping distance.
“Fifty feet is the difference between a crash and a close call and if you have an accident and you used the wrong stuff on your vehicles and it’s not meeting the spec’, you’re in trouble,” said Andersky. “It’s a liability.” Genuine aftermarket pads maintain a 200-ft. stopping distance, while other aftermarket products can add 30-50 feet, McComsey said. He also noted collision mitigation systems are affected by braking performance.
Andersky also noted Bendix’s Wingman Advanced forward collision mitigation system is now on 100,000 trucks. “Fleets are recognizing the value of it,” he said, noting one f leet saw a 70% reduction in rear-end crashes and a 70% reduction in the severity of those crashes that still took place. Andersky noted a truck rear-ends a passenger vehicle 40,000 times a year in the US. Wing man Fusion combines
radar and camera technologies to provide further capabilities, including stationary object braking. A second generation of Wingman Fusion is in development. At MATS, both Kenworth and Peterbilt announced Wingman Advanced is now standard on their new highway trucks. Bendix is also developing retrofit kits so that customers using Wingman Advanced can upgrade to Wingman Fusion. TN
SambaSafety buys Vigillo
The discussions intensified about a year ago, culminating in a deal Feb. 17. The Vigillo name will remain intact but customers will now be able to package its CSA monitoring service with those offered by SambaSafety. The combined services
will cover a driver’s lifespan within a company, from pre-hire through employment. The companies combined now have more than 5,000 fleets and a million drivers under their umbrella. TN
By James Menzies PORTLAND, OREGON SambaSafety has acquired Vigillo, a provider of real-time data for analyzing commercial driver and motor carrier safety performance. Vigillo is best known for its CSA monitoring platform, which allows carriers to gain detailed visibility into their safety performance and compliance rating. SambaSafety offers driver risk management tools and will combine its suite of services with that of Vigillo. The terms of the deal, which closed Feb. 17, were not disclosed. “I’m super excited about it,” Steve Bryan, founder and president of Vigillo, told trucking industry press in a conference call before the acquisition was announced. “I think it’s going to allow us to continue and certainly accelerate our mission here at Vigillo to bring best-of-class safety analytics to the commercial trucking space. I’m as excited as can be to be partnered with a much larger organization with more resources.” Bryan will remain with the company, but will hand over daily operations to its new parent while spending more time engaging the industry, he said. Richard Crawford, CEO of SambaSafety, said the acquisition will marry his company’s motor vehicle record (MVR) data with the CSA analytics provided by Vigillo. “We are excited to add Vigillo to the growing number of companies that make up SambaSafety as we continue to define driver risk management by adding to an already robust platform. Our regulated customers will benefit by utilizing a single risk identification and mitigation dashboard combining both MVR data and CSA data,” he said. SambaSafety offers what it claims to be the industry’s “first and leading driver risk management solution,” however it wasn’t focused exclusively on commercial drivers. “If you think about this industry and the needs of this industry, we realized for a long time the industry is underserved,” Crawford said. The two companies have been discussing a potential deal for about 18 months. “We both had a common vision
that there are many more things we could do together,” Crawford said. “So many opportunities to help the industry and help our customers.”
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May 2017 • Truck News 17
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Juggling in heels Panelists at Women with Drive conference talk about importance of work-life balance By Sonia Straface
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TORONTO, ONTARIO Kelli Saunders believes that if you, as a manager, have a healthy worklife balance, so should your employees. This was the message she gave at the third annual Women with Drive Leadership Summit in Toronto on March 2 as part of the Leading by Example panel she was on along with Anne McKee, COO of Trailer Wizards, and Michelle Arseneau, managing partner at GX Transportation. The event was hosted by Trucking HR Canada. All three panelists spoke about how they’ve made it their mission to front businesses that promote work-life balance – because in their opinion having a flexible company with diversity means having a successful one. For Saunders, the president of Morai Logistics, having a balance is having her life blended, where work and play intertwine. “For me, I travel extensively for work,” she said. “So, when I do travel, I try to blend my life so I get to enjoy myself too.”
the results. I don’t care what time they’re getting their work done, just that they’re getting it done. I’m flexible, so I want to make sure I give that to my team.” She said that so far, the option has been well-received. The company’s highway dispatcher that Arseneau says is the company’s best dispatcher of the bunch, has a pair of two-year-old twins and working from home has helped her career immensely. At Trailer Wizards, things are a little different, admitted McKee. The trailer company is a little more corporate, so while employees can’t work from home, the 53-year-old organization has tried to find new ways to keep employees happy and balanced. “We’ve recently had leadership meetings and I said to the team, ‘When you go on vacation from here on in, you appoint a designate and you don’t answer those e-mails’,” she said, adding that she makes sure she doesn’t answer e-mails either on days off, to set an example. “And it has to start there…because our lives are inundated with work, but we have to release.”
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(L-R) Morai Logistics’ Kelli Saunders, Trailer Wizards’ Anne McKee, and Michelle Arseneau of GX Transportation talk about why and how they support a work-life balance at this year’s Women with Drive Summit. Arseneau said that for her, having a work-life balance means having flexible hours. “It’s tricky, because I have two boys at home, nine and 12, and they’re busy,” she said. “I love my business, and I love my personal life…I even play hockey three days a week. So, I work very unconventional hours because that’s how my life needs to be right now. I’ve created my work environment so that I can work from anywhere I want.” And this idea of working wherever she can, whenever she wants, isn’t just reserved for her as a managing partner. She said she makes sure it is extended to all of her employees. “We’ve given the entire team the option of working remotely,” she said. “So, there’s less focus on what time they came in and what time they left and more focus on
McKee said in her personal life, she makes sure to put family ahead of work and demonstrate that to her employees. “I like what I do and I spend a lot of time at it…but I always make time for my family,” she said. “If my husband or my family member calls, no matter what I’m doing, I pick up that phone.” Saunders added that while she doesn’t have busy kids at home, she does like to spend a lot of time exercising and her passion for that has blended into her work culture as well. She explained that not only does she take the time out of her work day to go to a scheduled spin class, but she invites her employees to participate in chair yoga every Tuesday for 30 minutes. “Because if I’m bringing that good physical aura into work, (my employees) have to see it as well,” she said. TN
Boosting Canada-US relations New National Truck Equipment Association president excited to continue growth of Canada-US trucking relationship By Derek Clouthier INDIANAPOLIS, INDIANA Newly-appointed National Truck Equipment Association (NTEA) president Adam Keane understands the important link between the Canadian and US trucking industries, and believes that relationship is about to get even stronger. Keane said work trucks are a vital cog in the North American economy, and though Canada and the US have always been each other’s greatest trading partners, that relationship must continue to grow with what he called ongoing globalization. “With the globalization of vehicle platforms, there is a need to better align North American regulations so that we have a strong voice as it relates to OEMs and regulatory issues that come from outside of North America,” Keane told Truck News. Keane, who in addition to his role with the NTEA is executive vice-president of Seattle’s Allied Body Works, said even though the NTEA has long had Canadian-based members, opening an office in Ottawa, Ont. in 2014 made sense. The NTEA head office is located in Farmington Hills, Mich., and it has government relations departments at satellite locations in Washington and Ottawa. Both the Washington and Ottawa offices are tasked with protecting and advancing NTEA member interests by actively working with the Canadian and US governments. Keane said the NTEA is currently working with Transport Canada on the Canadian version of rear backup camera regulations, and held an educational session and conformity demonstration of the US variety during the Work Truck Show in March. The NTEA is also working with Environment and Climate Change Canada (ECCC) on its proposal for Phase 2 of the greenhouse gas regulations for trucks. “The US version was released in 2016 and contained provisions helpful to the work truck industry, as described by the Environmental Protection Agency at a Green Truck Summit 2017 session,” said Keane. “We hope to include similar opportunities through our efforts with ECCC for Canadian members.” Keane said the NTEA could not speak to how the relationship between Canadian Prime Minister Justin Trudeau and US President Donald Trump could impact the industry, but that the association hopes the new administrations in both countries will offer opportunities for trucking. “Our experience so far in working with both the new Canadian and
American administrations is that they have been open to listening to our interests and concerns,” Keane said. “We have found a mutual interest in working together to harmonize regulations.” Finding ways to reduce fuel consumption is another key focus for the NTEA, which the association addresses during its Green Truck Summit each year, which runs prior to the Work Truck Show. “(We are) very interested in advancing sustainable technologies in the work truck industry that will reduce fuel use and increase productivity,” said Keane. “We are
actively working to engage industry, government and academia in these efforts.” The NTEA will also continue to provide its members with advice on cross-border issues through its Ottawa office, as well as its Cross-Border Compliance Guide, and visit with Canadian members to garner feedback on their specific concerns. Keane stepped into the position of NTEA president at the conclusion of the Work Truck Show March 17, taking over from the outgoing Matthew Wilson, who served as the association’s 52nd president. TN
Adam Keane, president of the NTEA, speaks during the Work Truck Show in Indianapolis March 16.
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May 2017 • Truck News 19
Business
MELT is coming Panelists answer what the industry can expect come July 1 By Sonia Straface MISSISSAUGA, ONTARIO Mandatory entry-level training (MELT) won’t solve the driver shortage, but it is a step in the right direction. That’s according to a panel that spoke at the Truck Training Schools Association of Ontario’s (TTSAO) second annual conference at the Centre for Health and Safety Innovation in Mississauga, Ont. Panelists included Northbridge Insurance’s David Goruk, Bison
Transport’s Garth Pitzel, head of the Private Motor Truck Council of Canada, Mike Millian, and the Ontario Trucking Association’s Rolf VanderZwaag. They discussed what they believe will come of MELT and what changes carriers can expect when it officially gets put in place on July 1. It won’t solve the driver shortage Those who think the new MELT standard is going to solve trucking’s driver shortage are living in a dream
(L-R): Garth Pitzel, David Goruk, Mike Millian, and Rolf VanderZwaag spoke about what to expect when MELT officially rolls out this summer in Ontario at this year’s TTSAO conference. world, panelists agreed. “I don’t think we’re going to see an increase in drivers coming through with MELT,” VanderZwaag said. “This
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20 Truck News • May 2017
isn’t going to solve the driver shortage. The driver shortage is going to be solved by the work experience.” And that experience starts with MELT, he explained. Because with a standard of training, more people will start off in trucking on the right foot. “By changing the entry process, we’re giving people a better experience by preparing them properly,” he said. “This is going to help employers because they will get a better candidate to start with.” And having a better driver to start with means less turnover, and fewer people with a Class A licence that’s collecting dust, Millian added. “We don’t have a shortage of people with a Class A licence,” he said. “There are lots of people out there with a licence who don’t use it. A lot of those people (who get their licence through licensing mills) don’t end up in the industry. They get told they’ll get their licence for $900 and they’ll get a job. And then they don’t get a job and they leave and badmouth the industry. “It hurts the whole image of the profession. But people don’t know the full story. MELT will change this because now there will be a standard.” Goruk added: “MELT is going to weed out those people who think that the industry is looking for anyone they can get. It’s going to take those people out of the equation.” Training should never stop Even though MELT isn’t solving the driver shortage problem, it will fundamentally change the way prospective drivers will be trained, panelists said. “What MELT is going to do is, it’s going to cut off the bottom feeders,” Millian said. “But training can’t stop just because they have MELT. I used to be a driver trainer and I would tell the drivers, you’ll only learn 5% of what you need to know here. The other 95% is out there on the road.” Millian said carriers are going to have to continue training and
change their finishing program once MELT comes into play. Goruk agreed, reminding fleet executives in the room that MELT isn’t even up to par yet, in terms of its competition. “At Northbridge, we will provide the driver with three years’ experience if they’ve completed a training program at a certified school,” he said. “MELT doesn’t meet this. MELT will not make them insurable from the get-go. Schools in this room are already exceeding the MELT standard of 103.5 hours. So, it’s a good stepping stone but the carriers need to progress with their own training programs.” For instance, Goruk said MELT will show students how to drive using a 53-ft trailer. But what if the company you drive for has flatbeds?
“Yes, the schools will train to a standard,” he said. “Yet if that driver is working for a tank operation, they need to learn that type of equipment.” According to Pitzel, Bison is already doing this through its 13-week finishing program required by its new drivers. “In 2015, 42% of the drivers hired didn’t meet our driver criteria,” he said, adding new drivers are coached and trained at Bison until they reach the desired level of competency. Millian likened MELT to hockey: “We don’t put a kid though the juniors and throw him in the NHL. They’re still nurtured and trained every step of the way. They’re not the best when they first join the NHL, they get better as they get older.”
What’s next? While MELT is a good starting place to improve driver training, more needs to be done, said VanderZwaag. “I think a fact that’s true of this industry is that there is tons of training going on in the industry, but it’s informal. By formalizing this training, we’re moving in the right direction. We want the government to recognize this as a skilled trade. And they will, but only after industry does it,” he said. VanderZwaag said industry needs to start paying attention to job advertisements more closely so that truck driving can become a skilled trade and not a job of last resort. He also thinks a major shift
needs to happen after MELT, where instead of employees reaching out to employers after training, the employers should reach out to the trainee first. “Employers are going to have to connect with potential employees earlier and help with that screening and say I’ll make a commitment to you, if you do the training if you make a commitment to me and be my employee,” he said. “In some ways (MELT) feels like a barrier, but in fact it raises the sense of the occupation meaning something. What we’re going to get rid of is this notion that having a Class A licence makes you a truck driver,” said VanderZwaag. “Overall I think with MELT we are hoping to get more provinces on board.” TN
Driver turnover plummets in US ARLINGTON, VIRGINIA Driver turnover at large US truckload fleets slipped 10% in the fourth quarter, reaching 71%, according to the American Trucking Associations (ATA). That’s the lowest point turnover has hit in six years. Smaller fleets saw driver turnover plummet 16% to 64%, its lowest level in five years. “Continued declines in the turnover rate reflects the overall choppiness of the freight market,” said ATA chief economist Bob Costello. “As inventory levels throughout the supply chain are drawn down to more normal levels, and freight volumes recover, we should see turnover rise along with concerns about the driver shortage.” The turnover rate at large carriers has now decreased for four straight quarters. Driver turnover at less-than-load (LTL) fleets dipped 1% to 8%, the lowest level reported since the first quarter of 2016. TN
Date set for Central Ontario driving championships KITCHENER, ONTARIO The 32nd annual Central Ontario Regional Truck Driving Championships has been slotted for June 10. The event, which features the region’s best truck drivers weaving through a driving obstacle course, is set to take place at the Kitchener Memorial Auditorium. Winners of the Regional event get a chance to compete at the provincial level. To learn more about the regional event, or to sign up, visit: www. cortdc.com. TN
May 2017 • Truck News 21
Business
A new standard Why you should care about a product data standard for heavy-duty parts By James Menzies NASHVILLE, TENNESSEE Work is underway to bring a product data standard to the heavy-duty parts industry. The Auto Care Association (ACA) has been charged with developing the system, Sheila Andrews, who heads the organization’s HDDA: Heavy Duty segment, with responsibility for heavyduty parts, said at a session held at the spring meeting of the Technology & Maintenance Council. A feasibility study indicated the heavy-duty parts industry wants a product data standard, which would assign industry standard codes to parts. How will that benefit the industry? It will provide greater accuracy when ordering parts, for one, Andrews explained. She told the story of a customer who wanted to order 125 feet of hose but ended up receiving 125 rolls of hose because there was no data synchronization through a product data standard. “That’s exactly what a product data standard gets at solving,” she explained. “If you’ve had lots of return problems, parts that are the wrong color or wrong quantity, you think you’re ordering a complete kit but it’s only a partial kit – a product data standard sets the information level that manufacturers should be providing so you’re getting the right part at the right place at the right time.” The concept isn’t unique. The lightduty parts industry uses a product data standard, as does the grocery industry. “A lime is #4048. Regardless of whether you bought it at 7-Eleven, Wegmans, Publix , or Safeway,” Andrews explained, “that lime across the country is going to be #4048. It works great for commodity products like that.” Implementing a product data standard will have trickle down benefits for fleets, Andrews said. “Accurate data means when you’re selecting a product, you’re getting the right part when you need it. It means fewer returns. Manufacturers, because they’re producing a product in one way can get it to market more quickly,” she said. In developing the heavy-duty standard, Andrews said her organization is working with major distributors such as HDA Truck Pride and Vipar. “We put a study together to understand how the industry is using data now, what the inefficiencies are, and how we can make it better and more robust,” Andrews explained. A panel assembled by TMC also espoused the benefits of using a vehicle maintenance reporting standard (VMRS) in fleet maintenance operations. This involves assigning the industry standard nine-digit code to parts, and even labor processes. “It’s really just a reporting mech-
22 Truck News • May 2017
anism,” said Paul Moszak of Motor Information Systems. “Think of it as a paper trail for a component.” TMC says while fleets are gradually adopting VMRS to manage their parts and processes, the benefits have only recently been adopted by manufacturers, suppliers and distributors who are using VMRS to bring efficiencies to the heavy-duty parts distribution supply chain. One of these companies is Paccar Parts, which is now using VMRS codes to categorize its all-makes parts, making searches much easier for end users. “Fleets want it,” reasoned Matt Walsh, who represented Paccar Parts on the panel. TN
US truck tonnage slides in February ARLINGTON, VIRGINIA The American Trucking Associations’ for-hire truck tonnage index slipped 0.1% in February, following a 2.9% increase in January. Year-over-year, tonnage decreased 2.8%. Year-to-date, compared with the same two months in 2016, the index is off 0.1%. For all of 2016, tonnage was up 2.5%. “February’s numbers, especially the year-over-year drop, might surprise some as several other economic indicators were positive in February,” said ATA chief economist Bob Costello. “However, I’m not worried about the decline from February last year, as it was really due to very difficult comparisons more than anything else – February 2016 was abnormally strong.” Costello added, “Looking ahead, signs remain mostly positive for truck tonnage, including lower inventory levels, better manufacturing activity, solid housing starts, good consumer spending, as well as an increase in the oil rig count – all of which are drivers of freight volumes.” TN
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Checking items off the bucket list one mile at a time The temptation to move on is there, but the benefits of sitting tight are hard to ignore This week, I had to re-sit my dangerous goods course, which means I have been at my carrier for three years. That’s about the time I start getting restless and looking for the next adventure. I’ve been this way my entire career. I started out on local deliveries in a little puddle jumper, then started long distance, then moved on to continental runs around Europe. I then went on to big trucks and the whole process started again, local to long distance to continental.
At first, I started running between England and Germany and I would sit on the ferry listening to other drivers talking about their trips to other countries, which would then be added to my bucket list. Often, going to a different country involved changing jobs as companies tend to focus on a particular destination, so a company running to Germany wouldn’t have a run to Italy, for example. Once I had ticked all the country boxes off my list, I then switched
companies to do different types of work. I moved from general freight to reefers, from produce to hanging meat then to frozen. And I managed all of that before I embarked on the owner-operator path. I started working for one company providing their transport, then started adding to my customer base, first by subcontracting and later by gaining direct work from customers. Then I started to grow my fleet and the whole cycle began again.
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Bendix, Cummins, Detroit, Eaton, Freightliner, Hendrickson, Mack, Meritor, Navistar, SAF Holland, Volvo, Western Star and more…
A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road.
And then I got bored, sold everything and moved to Canada to start all over again. My bucket list at that time was simple; I wanted a longnose truck dripping in lights and chrome and I wanted to cover all the provinces and 48 states. I got the truck and worked for a fantastic company, but didn’t quite manage all the provinces and states. I’ve yet to tick the boxes for Newfoundland, P.E.I., the Northwest Territories, Vermont, New Hampshire, Maine and Oregon – and I would still like to get to them at some point. However, I’ve got a problem. I only run west of Winnipeg now and don’t cross the border and for the first time since I started out in 1986, I’m not bothered. I have no real desire to change anything about what I do. I’m not looking for a new truck, a new destination, or a different type of freight. I’m quite content plodding along the same roads I’ve been running week in and week out for the past three years, even when I’m talking to a friend who is complaining about it being too hot to sleep comfortably in California or Texas and there I am running my truck to avoid freezing to death. Or when they’re posting photos of their trip through some spectacular scenery or resetting in New York City or Vegas and I’m getting my fillings shaken out as I navigate around the potholes of the Trans-Canada Highway in the featureless landscape of Manitoba or Saskatchewan. I did wonder if I had lost my sense of adventure, but I don’t think so. I think that I’m just very comfortable where I am. Moving on may satisfy my wanderlust, but it would also bring about a loss of the nice balance I have between home time and work. Compensation doesn’t come into it and it never has. I’ve always bettered myself in that respect, even if I moved for other reasons, so that would not be a factor as I wouldn’t consider going elsewhere unless I could at least equal my current package. But I just don’t feel the need to change anything. I’m hoping that the next chapter in my career is a re-run of the past three years, with the appropriate rate increases to account for inflation, of course! TN
May 2017 • Truck News 23
Cover Story
Oversize loads Continued from page 1
Behind this little travelogue lies a tremendous amount of work. For example, says Kevin Kwateng, heavy haul operations manager with Transport Bellemare International, “Before we started the project, 65
poles were replaced and wires were raised for height clearance.” Because the rotors and stators are so big – a loaded stator soars 25 feet above the road surface, for example – roads had to be temporarily closed during transport. “Not all the wires could be lifted in advance,” Kwateng says. The transport rules forbid traveling if the winds exceed 40 km/h,
if gusts exceed 60 km/h, or if there is significant snow accumulation. (In mid-January, a storm dumped 10-ft. high drifts on the Witless Bay Road). If it is raining and below seven degrees Celsius, the Goldhofer stays put. On the transport days, a local contractor salts down the road to re-melt the runoff caused by the
warm days, that then froze at night. “We hired a local company to take care of cleaning the road for us. The company starts at five o’clock in the evening and lays salt and sand on the road until 11 o’clock,” Kwateng says. By the end of March, weather allowing, all 13 pieces were scheduled to be safe and sound at Soldiers Pond. TN
Super drivers It takes special skills and a cool head to move monster loads
By Carroll McCormick TROIS-RIVIÈRES, QUEBEC Not just anyone can take a 57-meter long wind turbine blade through a turn, or squeak an 8-meter by 6-meter high, 225-ton load through a small town. “There are a lot of drivers who want to do oversize/overweight hauling, but finding a calm driver with the right skills is really a challenge,” says Renaud Labbé, health and safety coordinator with TroisRivières-based Transport Bellemare International. If the good pay, the challenges, the dangers, the complexities, and having to be on the ball 100% of the time sound attractive, becoming a super driver might make the perfect career move. Some prospective drivers come straight out of school and serve an apprenticeship lasting up to two years. Others apply with as much as a decade or two of driving on their dossier. But no matter their background, they face serious training, especially for transporting super loads, which are oversized in all dimensions, weight and tractor-trailer configurations. “We might start internship drivers – a driver straight out of school – with no weight (legal weight, that is) and, say, nine feet wide. Some drivers apply with 10-15 years of experience, but have never driven
24 Truck News • May 2017
oversize. We still need to train them. It could take one to two years before they are totally compliant,” says Dave Trodéchaud, wind planner, Transport Bellemare International. Experienced drivers will start
added onto already long trailers. “We had a driver (who had done) oversize work in British Columbia, but had never done a booster, or a long, heavy load. Even if the driver has 15 years, we train him with the booster,” Labbé says. “Even if
tering Quebec’s intricate system of permits. Beyond Class 1, which covers loads with the standard legal weights and maximum dimensions less than five meters wide and high, are six more Classes. As each variable – weight, dimension, trailer configuration and length – exceeds normal limits, the Class number climbs. Super load status – Class 6 plus 7, reflects a mix of overweight, overdimension, and unusual configurations like threeaxle truck plus three-axle jeep plus three-axle trailer, and maybe even a three-axle booster bringing up the rear. And if that already sounds like a study headache, just wait: the definitions of oversize loads change from province to province and state to state. “There is no consistency in the regulations,” Trodéchaud says. On the plus side, he notes, “Once you understand Quebec permits, everything else is easy.” Drivers must master the deli-
It takes skill, and calm nerves, to transport oversize loads such as this one.
hauling oversize loads sooner, but even they will spend a few days with Labbé, learn about the laws, tie-downs, the client’s ways of doing things, hours-of-service, and how to use the special equipment, like boosters – short trailers
a driver has had 15 years in oversize, our trainers will get in the trucks with them to see what they can handle.” A driver new to the world of oversize loads will begin with a lot of classroom training, including mas-
cate art of correctly placing massive loads on the trailers; even an inch too far fore or aft can spell trouble. In a similar vein, drivers must learn how to evenly distribute a cargo’s weight between the booster and trailer.
Knight, Swift to merge in mega-deal
Transport Bellemare International routinely ships oversize loads other carriers wouldn’t touch.
PHOENIX, ARIZONA K n i g ht Tra n spor t at ion a nd Swift Transportation announced Apr. 10 that they are merging to form a new company called K night-Sw if t Transportation. According to reports, the merger is an all-stock deal with a combined enterprise value of US$6 billion. The new entity will trade under the ticker KNX, the companies said in a joint statement, adding the deal “combines under common ownership two long-stand-
ing industr y leaders creating North America’s premier truckload transportation company with $5 billion in annual revenue and a ‘Top 5’ truckload presence in dry van, refrigerated, dedicated, cross-border Mexico and Canada, and a significant presence in brokerage and intermodal.” The company will remain headquartered in Phoenix with close to 23,000 tractors, 77,000 trailers, and 28,000 employees. The deal is expected to close in the third quarter. TN
Loads are often shipped at night and power lines lifted to allow trucks to travel underneath.
“When the driver goes to the client, he has all the weight and dimension information. He needs to be able to assemble the trailer and help the shipper place the cargo in the right place,” Labbé says. “With a 100,000-lb load, even one inch can increase the weight on a wheel by 2,000 kgs. You might end up with 22,000 kgs on the jeep, instead of 20,000 kilos, and your permit might not allow that,” Trodéchaud says. Shimming, which puts trailer components on the same plane, is another technique that drivers are taught to evenly distribute cargo weight. Moving high loads requires more training, Labbé says. “For heights over 14 feet, drivers get special training, working with the height pole, and how to build and install the runners that are put over the cargo so wires will slip over the cargo.” On the road, drivers must know how to communicate and work smoothly with the pilot cars, obey city and state curfews, and negotiate fueling stations with low roofs that force them to deflate their suspension so they can ease underneath. Sharing tips with other drivers is another aspect of the teamwork that is a crucial part of transporting of project cargo. “The drivers need to talk with one another. A driver may tell another driver ‘There, go two feet more to the left’,” Labbé says. Even those who have qualified to handle oversize loads have varying comfort levels. “We have excellent drivers who can’t go over 15 feet wide. We have excellent drivers who get nervous
with loads over 18 feet high,” Labbé says. The most critical attribute of a super load driver is steady nerves. “It is easy to see if a driver gets nervous. One of the best skills a driver must have is calm,” Labbé says. TN
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May 2017 • Truck News 25
Test Drive
No one-trick pony Kenworth’s new T880S vocational truck is more than just a mixer By James Menzies
sor. The W900S was a pure mixer, designed to do a single job. The T880S, on the other hand, has been created with a broader range of capabilities in mind. It will still be primarily a mixer truck, but customers are expected to also put it to work as a dump truck, crane truck, snow plow, or
CHILLICOTHE, OHIO The Kenworth T880S set-forward axle began rolling off the production line here in March, rounding out Kenworth’s vocational truck lineup with a truck that’s much more versatile than its predeces-
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26 Truck News • May 2017
Jimmy Zborowsky President
vacuum truck. The key to the versatility of the T880S is the range of bumper configurations being offered. Mixer operators can choose a short 28-inch spread between the front axle and the bumper, but customers can also opt for a 29.5-inch bumper setting or a box bumper set 31.5 inches in front of the axle. I recently drove two T880S trucks on highways and secondary roads near the Chillicothe, Ohio plant where they’re produced. The trucks included a mixer with 11-yard McNeilus body and that 28-inch bumper setting. The other was a dump truck with the bolder, more stylish bumper at a 29.5-inch setting. Its Rogue dump box was loaded with 10 tons of sand. In addition to the wider range of bumper settings, the new T880S offers a full range of engines, from the Paccar PX-9 nine-liter for weight-conscious mixer operators through to the Paccar MX-11 and MX-13 engines with 11- and 13-liter displacements, respectively. Also available are nine- and 12-liter natural gas engines from Cummins. The short hood won’t accommodate a larger 15-liter engine, but nor did its predecessor, the W9S. The nine-liter can save nearly 1,000 lbs compared to a 13L. The mixer I drove was powered by a 2017 MX-11 rated at 430 hp and 1,650 lb.-ft. of torque. We were running empty but the engine was peppy and responsive. The Allison 4700 RDS seven-speed transmission provided smooth, seamless shifting. The dump truck had the larger MX-13 engine under the hood, which produced 510 hp and 1,850 lb.-ft. of torque. It was mated to an Eaton MXP UltraShift Plus transmission. The payload in the box and the 20K taperleaf front suspension leveled out the bumps and provided a smooth ride. Both trucks had the same front suspension. While 20 and 22K front suspensions were the only offerings on the W9S, the T880S can be had with a wider range of front suspensions – from 14,600 lbs right up to 22,900 – again to accommodate a wider variety of applications. It’s not just a mixer anymore. Meanwhile, drivers and owners
Drivers who’ve spent time in the truck report being less fatigued at the end of a shift. This can be attributed to a quieter cab and improved visibility, which translates into a less stressful workday. stepping out of a W900S and into a T880S will be able to appreciate the design enhancements built into the T880 vocational truck. These include a more spacious, automotive-inspired cab taken right from the on-highway T680 model. It offers more room to store hardhats, vests clipboards, and the like. The sloped hood offers a lower crown with improved visibility out the windshield. That lower crown also improves job site safety; a worker can stand right in front of the truck and see directly into the eyes of the driver rather than be completely lost from sight. Kenworth feels it has the lowest crown
in the segment, boasting better driver visibility and work site safety. It’s about three inches lower than that of the W9S. The truck is also easier to service than its predecessor. A five-piece SMC hood replaces the old one-piece fiberglass design. This allows operators to replace smaller sections of the hood if damage is incurred. Kenworth was also able to shorten the length of the hood by six inches, giving it a true short hood design. The front axle on the T880S is 18 inches further forward than on the T880, providing more payload while complying with US Bridge Formula
a different stance, maybe even a bolder appearance. Also, a keen eye will notice the headlights have been moved above the turn signals from their position below them on the original T880. The headlights had to be moved up to a deeper section of fender to accommodate the forward axle. There is no change to nighttime visibility, Kenworth officials say, and the same halogen headlight design is employed, offering easy bulb replacements. The redesign of the headlight is the main reason a set-forward axle version of the T880 is just now being brought to marthese operators are slower to adopt the technology than their linehaul brethren who may have trucks scattered all over North America at any given time. Still, tapping into the potential of TruckTech+ does offer potential savings for vocational fleets by way of greater uptime. The T880S will compete most directly against the Mack Granite, Peterbilt 567, Western Star 4700 and International HX – all in set-forward configuration. Kenworth is expecting to quickly move its mixer customers into the new truck and have already built up an order board some 800 trucks strong. Production will be ramped up this summer. The truck maker
requirements. This can amount to a couple thousand pounds of additional payload compared to a traditional T880. It also provides an extremely tight turning radius. Drivers who’ve spent time in the truck report being less fatigued at the end of a shift, Kenworth officials claim. This can be attributed to a quieter cab and improved visibility, which translates into a less stressful workday. Both trucks I drove featured Kenworth’s Diamond VIT interior, which brings all the luxuries of a premium on-highway cab into a work truck. The exterior of the T880S looks much like the original T880, with two noticeable exceptions. Of course, the front axle has been moved forward giving the truck
ket; a typical headlight development program can run two years. It wasn’t as simple as pushing the steer axle a few inches forward. The T880S can be spec’d with TruckTech+, Kenworth’s answer to remote diagnostics. It can monitor fault codes and notify the owner or maintenance manager on the best course of action. That may include getting the truck into the shop immediately for service, or keeping it out on the road making money even with a fault code displayed on the dash. A new feature is Service Management, which allows the owner to track the vehicle’s service history. The benefits of remote diagnostics and online repair histories are real for vocational truck fleets, but
also anticipates growing its share in the dump, plow, crane, and vac truck segments, thanks to the added versatility offered in the T880S. The truck can also be spec’d in a twin steer configuration, which will please Canadian customers. Drivers and fleet owners who move from the W900S will be happy with the enhancements built into the T880S. It’s a nicer truck to drive, it’s quieter and more efficient, and it’s safer to operate thanks to its improved visibility. Production of the W9S will continue for now, Kenworth says, but it’s confident the changeover won’t take long once drivers and owners get a taste of the new truck. I have to agree. TN
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May 2017 • Truck News 27
Equipment
Maxim reefers airlifted into Saskatchewan jail
Train Trailer to open new terminal in Quebec
PRINCE ALBERT, SASKATCHEWAN Most people look to bust out of prison, but Maxim Truck & Trailer recently broke in. Coming to the aid of Hipperson Construction, which was performing some updates to the Prince A lbert, S a s k . p en it ent i a r y Maxim Truck & Trailer brought in some heavy k itchen a nd cooler equipment to get its trailers over the prison walls. system, Maxim delivered some reefer trailers that ended up being too large Hipperson, a local crane company to fit through the prison’s entry was able to lift the four units over gates. the jail walls where a Maxim driver But after arrangements were waited and moved them to their made with the penitentiary and proper location. TN
DORVAL, QUEBEC Train Trailer Rentals has announced it is opening a new facility in Dorval, Que. According to Train, the new facility will be open for business on May 1, as it is currently undergoing office renovations. The new space boasts a large yard that will feature a full range of late model trailer types, including vans, reefers, chassis, f latbed equipment, and shunt trucks. Rick Kloepfer, president of Train Trailer said, “Securing a location in the heart of Montreal has been
Transaxle now representing Paragon Tank Truck Equipment STONEY CREEK, ONTARIO The Transaxle Parts Group of Companies is the newest Canadian full-line stocking dealer for Paragon Tank Truck Equipment and Truck Revolution. With a head office in Stoney Creek, as well as offices in Cambridge and Guelph, Ont., each location will now
stock, sell and service Paragon’s full line of tank truck equipment, including P857 blower systems, HydraFlow hydraulic coolers, HydraCHEM ‘all-in-one’ offloading systems and the HydraAIR oil-free piston air compressor system, the company announced. TN
in our plans for a while. When the opportunity came up we were all over it and are excited about opening new doors in the Montreal market. New late model equipment will be coming into both Quebec locations on a regular basis and our experienced team is ready to serve.” A lon g w it h reg u la r t ra i ler maintenance programs, emergency roadside and yard service is available 24/7. The new location is located at 10525 le Chemin de la Côte-de-Liesse in Dorval. TN
Tallman Group adds Cobra trailers to lineup MISSISSAUGA, ONTARIO Tallman Group announced recently that its subsidiary has acquired the rights to manufacture and sell the complete Cobra Trailers product line. According to the agreement, Cobra Trailers will be manufactured at Tallman’s Peel Truck & Trailer location on Britannia Road in Mississauga. “We are committed to offering value to our customers with the
complete Cobra lineup that has delivered exceptional quality in the industry. We will custom build your Cobra choice to suit your specific application and business needs,” said Kevin Tallman, president, Tallman Group. Cobra products are available in tri-axle, quad-axle, pony pup, and dump configurations with Cobra Aerowall or polished post panel aluminum finishes. TN
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Equipment
Meritor unveils new high-efficiency tandem drive axle By James Menzies NASHVILLE, TENNESSEE Meritor introduced its new 14X HE high-efficiency tandem drive axle at a packed house on Broadway on the eve of the Technology & Maintenance Council’s spring meeting here in late February. Hundreds of customers were invited to the launch, which preceded a performance by a Johnny Cash cover band – appropriate, mused head of sales and service John Nelligan, since the new axle is designed to save its operators plenty of cash. The 14X HE is designed for linehaul applications and is 30 lbs lighter and up to 2% more fuel efficient than its predecessor. Nelligan claimed at the launch that it “outperforms the competition in weight, efficiency and overall gross combination weight. It’s the perfect axle for linehaul in North America.” The 14X HE has a GCWR of 90,000 lbs and can handle torque of up to 1,950 lb.-ft., Nelligan said. It features high-efficiency bearings, spiral bevel gearing, and a new Meritor lube management system. The axle is the first of what will be about 20 new products designed and brought to market by Meritor over the next three years. “Built upon our trusted and valued 14X platform that is specified by a large majority of fleets, the new 14X HE is an evolutionary axle that takes efficiency to a whole new level,” said Ken Hogan, vice-president, rear drivetrain for Meritor. “Based on today’s diesel prices, a f leet with 1,000 trucks equipped with the 14X HE could realize US$1 million per year in fuel savings.” Weight was reduced through the use of laser welding, Meritor said. The 14X HE’s ring gear is laserwelded to the differential housing, offering a robust joint that eliminates fasteners and reduces oil-churning losses. Ratios as fast as 2.15 are available for aggressive downspeeding. “With fuel being the largest operating cost to fleets, the 14X HE rounds out more of our portfolio with a product focused on improved fuel economy to save fleets money and reinforce Meritor’s leadership in axle efficiency,” Hogan said. “Meritor recognizes that fuel prices won’t stay low forever and that customers are always looking for solutions to reduce their operating costs.” TN
Mack upgrading its legacy models with modern connectivity INDIANAPOLIS, INDIANA Mack is helping its older model vehicles not equipped with GuardDog Connect telematics hardware to get connected. Making the announcement at the Work Truck Show March 15, Mack, along with its partner Geotab, said it will maximize customer uptime with the connectivity solution. “The benefits of Mack’s uptime solutions are proven, with significant reductions in diagnostic and repair times,” said David Pardue, Mack Trucks vice-president of connected vehicles and uptime services. “We are pleased to partner with Geotab and offer those same benefits to customers who own Mack legacy vehicles.” A Geotab telematics device installed on the truck will connect with the Mack Uptime Center that will monitor the same vehicle codes as GuardDog Connect. When released in 2014, Mack’s GuardDog Connect was made standard on its Pinnacle and Granite model trucks.
Phillip Swaim, director of network fixed operations with Mack Trucks, speaks at the Work Truck Show. Phillip Swaim, director of Mack’s network fixed operations, said there are about 50,000 legacy Mack trucks presently on the road that do not have GuardDog Connect, but will now be able to reap the same benefits thanks to the Geotab connectivity device. Neil Cawse, CEO of Geotab said: “We’re proud to partner with Mack, creating a powerful solution that will offer new levels of ROI to legacy Mack vehicles.” Compatible will all model year 2011 and newer trucks equipped with Mack engines, Mack’s GuardDog Connect service for its legacy vehicles will be available for order May 1. TN
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Market movers Meritor’s John Nelligan on faster axle ratios, the adoption of disc brakes, and why 6x2 interest is cooling By James Menzies NASHVILLE, TENNESSEE The trend towards faster axle ratios and slower engine speeds will continue, and the adoption of 6x2 axles is likely to slow. Those are a couple observations John Nelligan, head of sales and service for Meritor, shared in a one-onone interview with Truck News at the Technology & Maintenance Council’s spring meeting. “We are seeing faster ratios and slower engine speeds and that movement is gaining speed,” Nelligan said. “It’s amazing how fast ratios are coming down and how far they are coming down. We introduced a 2.47 ratio in 2011 and the number of those units went from 2% then, to the vast majority now.” Nelligan said this is being driven primarily by the large fleets employing downspeeding, which small fleets are also adopting. And ratios are likely to get lower still. “The industry is talking about, and has a path to, ratios as fast as 1.80,” Nelligan said, noting that’s likely about five years away. The challenge this creates, is that trucks employing downspeeding become less versatile, especially in Canada which handles heavier payloads not always compatible with fast axle ratios and slower engine speeds. Nelligan said fleets may have to start spec’ing trucks to run specific lanes. “It’s not a great spec’ for eastwest,” Nelligan said of downsped powertrains. “It’s a good spec’ for north-south. It’s not a truck you can do much else with. It really can’t do P&D, and you can’t go east-west with it one day and north-south the next day. In the old days you could put 425 hp in the truck and run the mountains or run north-south, but those days are going away.” Nelligan said Canadian fleets may have to spec’ certain trucks to run east-west and others to run northsouth, if they wish to take full advantage of the benefits of downspeeding. Downsped powertrains are generally only approved for GCWs of 80,000 lbs. “We’re really seeing them decide what their core business is and the trucks that are going to be slotted into those aren’t going to be able to do multiple jobs like they used to. That is going to be a continuing trend,” Nelligan predicted. On the subject of trends, the excitement over 6x2 axles seems to be waning. Nelligan said as the efficiency of 6x4s improves, there’s less reason to sacrifice traction and potentially residual value by
spec’ing 6x2s. A report by the North American Council for Freight Efficiency (NACFE) suggested the use of 6x2s would double every two years, but Nelligan said that’s no longer expected. NACFE agrees and is planning to re-issue the report. “There are three reasons,” Nelligan said of the reduced interest in 6x2s. “A lot of fleets have tried them and seen the drivers in cold weather don’t like the traction. The second is, residual is an unknown. Units are expected to come in at a much lower value than a full tan-
dem. But also, if you look at where tandems are today, their efficiency is not far off. When we started this, a 6x4 was 94-95% efficient and a 6x2 could be 98% efficient. Now we are at 97% with a tandem. We still believe for certain fleets, the best solution is a 6x2.” On the other hand, interest in disc brakes continues to rise. “We are seeing disc brakes really starting to be adopted in a much faster manner than we’ve seen,” he said. Nelligan said Meritor is working to optimize its disc brake offerings, which will reduce weight. “The products we have as an industry still need to be optimized,” he admitted. On a whole, Nelligan said he likes where Meritor is positioned. It’s in the midst of a major product over-
haul and has grown its axle business from a presence in about 50% of the total Class 8 market about five years ago to about 70% today. “Seven out of 10 Class 8 trucks are spec’d with a Meritor axle,” Nelligan said. Asked how the company has been able to grow its share, Nelligan credited the investment in its field support team and its focus on technology. This includes the launch of the 14X tandem axle, which was developed when Meritor was under severe financial duress during the economic collapse of 2008-2009. “There has been a product drive with this company, to say we are going to be the leaders in technology in our space,” he said. “If you’re going to battle vertical integration, you need to have better products. We get up every morning and think axles, brakes and drivelines.” TN
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May 2017 • Truck News 33
Equipment
Mack gains ground, sees further room for growth By James Menzies LOUISVILLE, KENTUCKY Mack Trucks achieved a 1% market share gain in 2016, and the company sees an opportunity to add to that this year. John Walsh, vice-president of global marketing and brand management with Mack, told press at the Mid-America Trucking Show (MATS) that 2017 is shaping up to be a good year for the company. Mack has increased its market share through the first two months of the year, giving Walsh increased optimism it will grow its share for the second consecutive year. Last year, Mack maintained its leadership in refuse and construction categories and grew its share of the regional haul market. “If you add all that up we were one of the few heavy-duty truck manufacturers last year to actually grow market share,” Walsh said. “I think this is a testament to the good work we’ve been doing on the product and services and support side.” Roy Horton, director of product strategy, attributed the growth in part to Mack’s ability to collect realtime data and use it to help customers better manage their businesses.
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Mack grew its market share 1% in 2016. He pointed out Mack’s GuardDog Connect remote diagnostics platform is fully “integrated and industrialized” and helping fleets reduce downtime. It has reduced diagnostic time by an average of 70%, slashed repair times by 21%, increased shop efficiency by 24% and reduced check-in times at dealers by an aver-
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axle back models, more than 60% of Pinnacle axle forward trucks and nearly 40% of Granite trucks, in which it has been an option for just two years. At MATS, Mack introduced a new Super Econodyne Direct package, which allows customers to select a direct drive mDrive transmission as part of a Super Econodyne spec’. It was previously only available with overdrive transmission models. The direct drive option offers an opportunity to improve fuel economy by up to 1% in applications of up to a 80,000-lb GCW. Mack also announced its MP8 with turbocompounding is now available for order, offering a fuel economy gain of up to 8.8%. Turbocompounding captures previously wasted exhaust heat and converts it into 50 usable horsepower. And if you’re in a region that allows 6x2 liftable pusher axles, Mack is now offering automatic standby mode for applications that haul out heavy and return empty. It eliminates the need for drivers to push buttons to initiate standby mode, by using sensors to automatically lift or lower the axle based on load. TN
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Equipment
Kenworth brings product enhancements to MATS By James Menzies LOUISVILLE, KENTUCKY Kenworth achieved its all-time record heavy-duty market share in 2016, at 15.1%, highlighting a strong year for the company. Its market share in the medium-duty segment was 8.6%. It also took pride in growing the penetration of the Paccar MX engine in its trucks to 47%. And its TruckTech+ remote diagnostics platform reached 1.5 billion miles. Those were some of the highlights listed by Mike Dozier, Paccar vice-president and Kenworth general manager, when he addressed the truck press at the Mid-America Trucking Show (MATS).
Kenworth also announced new options and offerings. Among them was the new Kenworth T880S set-forward axle vocational truck, which just entered production. It’s designed for ready-mix, dump and mobile crane applications and broadens Kenworth’s T880 vocational truck line. The T880S comes standard with the Paccar MX-13 engine with up to 510 hp and 1,850 lb.-ft. of torque. The MX-11 is also offered for weight-sensitive applications, providing a 400-lb weight savings. Kenworth also announced it is offering the Allison TC10 automatic transmission in its T680 and T880 models. The transmission provides 10 forward and two reverse speeds and fea-
Kenworth’s new T880S has gone into production, rounding out its vocational line. tures a torque converter that allows vice bulletins, warranty info, and for uninterrupted power shifting. It repair history so that they can make is approved for gross combination decisions and diagnose repairs more weights of up to 110,000 lbs. quickly and efficiently. Also new is TruckTech+ Service An integrated fleet portal will allow Management, which provides fleets fleets to manage their service events. with greater insight into the service Kenworth also announced enhanceperformed on their vehicles. Powments to its certified pre-owned truck ered by Decisiv, the new platform program in the US and Canada. provides dealers with detailed chasTo qualify for the program, presis information, parts catalogs, serowned Class 8 trucks must be four years old or newer, have less than 450,000 miles on them and pass a 150-point inspection. If equipped with a Paccar MX-13 engine, the truck comes with a one-year, 125,000-mile warranty covering 105 components. Trucks purchased under the program also come with a 90-day buyer assurance warranty, the company announced. TN
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COLUMBUS, INDIANA Orders for Classes 5-8 trucks rose to a 16-month high in March, according to data from ACT Research. Preliminary net orders rose to 47,300 units, ACT reported, which represents a 19% improvement yearover-year. “Against easy comparisons, March Class 8 orders were up 42% compared to March 2016,” said Kenny Vieth, ACT’s president and senior analyst. FTR reported preliminary Class 8 net orders for March came in at 22,800 units, slightly above expectations and much higher than a year ago for the third consecutive month. March orders were basically flat month-over-month. Don Ake, vice-president of commercial vehicles at FTR said, “March orders are reflective of a more normal Class 8 market in a moderate, freightdriven upcycle. Replacement cycles are now getting back into a more traditional pattern. This reflects growing fleet confidence as they see freight growth returning after a difficult 2016. OEMs are ramping up production in response. There is renewed optimism in the industry. “This is a reserved, contained market upswing,” Ake added. “It means it is easier for the OEMs to increase builds gradually and prices don’t fluctuate as much. It provides some market stability. It is good for the industry, and a good sign for the economy in the second half of the year.” TN
Peterbilt grows fleet sales, looks to build on strong 2016 By James Menzies LOUISVILLE, KENTUCKY Peterbilt in 2016 opened 25 new dealerships for the third year in a row and produced more than 36,000 trucks – the fourth highest tally in its history. Kyle Quinn, senior vice-president of Paccar and general manager of Peterbilt, provided a recap of the truck maker’s year during a press conference at the Mid-America Trucking Show. He said Peterbilt achieved a 13.4% share of the Class 8 market in 2016. More than 48% of its trucks were sold with Paccar MX engines. It also set a record for plant quality. The company plans to grow its Class 8 retail market share to 15% in 2017, and Quinn said he’s confident this will be achieved, since January and February orders showed a 16% share. Asked where the company will gain share, Quinn said “As the energy sector improves, we see a return of those vocational trucks. We’ve had
engine coverage. Service Management is being added, to provide dealers and fleets with more insight into vehicles’ repair histories. Fleets will be able to grant approvals online to expedite the service process. Peterbilt revamped its Red Oval used truck program and is offering one-year, 125,000-mile warranties on qualifying trucks, which undergo a 150-point inspection. Scott Newhouse, Peterbilt’s chief engineer, said the latest Model 579 EPIQ package will boast 8% better fuel economy, thanks to a new Paccar 40,000-lb tandem axle and improvements in engine design. Key areas of focus on the MX-13 included the turbo, coolant water pump and air management within the cylinder. All trucks now come with a single canister exhaust aftertreatment system, which provides a 100-lb weight savings compared to the previous design. The 579 and 567 now have a sleeper window that’s 40% larger, allowing more ambient light.
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Peterbilt is honing in on the fleet market to bolster sales. good performance this year and late last year for vocational orders and as the vocational and energy markets strengthen, we will see some return there.” Peterbilt has been focusing on improving its fleet sales, in response to consolidation within the trucking industry. Fleet sales now represent 37% of Peterbilt’s orders, up from 23% three years ago. “Our growth in fleet sales is making a big difference in the landscape of customers Peterbilt services today,” said Quinn. It plans to grow that number to 38% this year. Peterbilt’s Denton plant has received $100 million in investments, and is now churning out the highest quality trucks in its history, Quinn said. The company’s SmartLinq remote diagnostics platform has been rolled out on more than 27,000 Peterbilt trucks and now includes Cummins
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May 2017 • Truck News 37
Equipment
Chevron still producing CJ-4 engine oil Continuing production of previous category engine oil gives fleets more time to transition, company says By James Menzies LOUISVILLE, KENTUCKY Recognizing some of its customers weren’t yet ready to transition to the new CK-4 and FA-4 heavy-duty engine oil categories introduced in December, Chevron has opted to continue offering CJ-4 in addition to its new category oils. “Initially, going into it, a lot of people expected there would be a mandatory conversion to CK-4 or FA-4 and that hasn’t been the case,” Rommel Atienza, commercial brand manager for Chevron in North America told Truck News in an interview at the Mid-America Trucking Show. “To that point, we still have a 15W-40 CJ-4 product available in the market today. That decision was made when we started to hear about the direction OEMs were going and the hesitation some of our customers had in that conversion. They really wanted to see the benefits of CK-4 and FA-4 products before they made that transition.” Meanwhile, Chevron is continuing its educational outreach to inform customers about the benefits of the new category oils.
“We are finding we still have to continue that work from an education standpoint,” Atienza said. “It’s amazing how many people still have no idea what is going on with that particular transition. People still have a lot to learn around the category change.”
“Some of the folks really evaluated their fleets and whether or not they needed to make that transition at this time, and since it wasn’t mandatory, decided they would stay with CJ-4 for the time being.” – Rommel Atienza, Chevron Atienza said Chevron is the only major oil company to continue producing and selling CJ-4 product. Fleets will still have to transition to the new oils as they add new tractors, but extending the use of CJ-4 allows them to defer the 3-5% upcharge for the new oils.
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“Some of the folks really evaluated their f leets and whether or not they needed to make that transition at this time, and since it wasn’t mandatory, decided they would stay with CJ-4 for the time being,” said Atienza. “We’re seeing that as an advantage in some cases, where these customers who have older equipment feel they aren’t ready to make that transition and we have that opportunity to keep them on CJ-4 product until they’re ready to make that move.” Atienza said Chevron hasn’t yet decided when it will discontinue production of CJ-4. Better performing CK-4 and FA-4 oils hit the market in December 2016. They are required to handle hotter temperatures generated by the latest-generation, low-emission engines. While Chevron has chosen to continue offering both categories, Atienza added it’s not because it doesn’t believe in the benefits of the new categories. “We’ve done some preliminary teardowns and the data looks really good,” Atienza said of the new category oils. “We are seeing the oxidation stability protection that the new spec’ calls for and we’re seeing a lot less deposits on the pistons. And the oil, at the end of the day, is lasting longer. We are really happy with the results we’ve seen so far.” While the transition to CK-4 is underway, the adoption of FA-4 – a low-viscosity oil designed to provide further fuel savings through lower high-temperature high-shear properties – has been slow. Only Detroit has announced it’s factory filling with FA-4 and Atienza acknowledged the lack of support for the fuel economy category came as a surprise. “There has been a much slower transition and we are not expecting a lot of people to move to that
Chevron has brought to market a full line of CK-4 oils (pictured), but is also continuing production of CJ-4. this year,” he said. “I think they’re still trying to understand what the benefits are and there just isn’t the demand for it right now. We’re going to keep our eyes on that; we will see what the OEMs do.” Chevron plans to continue its educational campaign around the new category oils. But it also wants customers to know they don’t have to make the switch if they’re running older equipment and want to continue using CJ-4. “I think right now, the biggest misconception we’re seeing is, people think there aren’t any other options available,” said Atienza. “When we tell them we still have CJ-4 product available it’s a surprise to a lot of these folks because most other oil companies have made that full transition.” Of course, continuing to offer CJ-4 also means there’s one more product in the marketplace that customers will have to be sure not to put into new equipment. Atienza said its CJ-4 oil retains its traditional packaging while CK-4 and FA-4 are both clearly labelled as such. “That helps our customers reduce the risk of using the wrong product,” he said. TN
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Insights Tax Talk
Just the alternative facts There are a few truths in life: death, taxes, don’t pee into the wind, and don’t believe everything a salesman tells you So here I am in April, researching the deductibility of life insurance because one of our clients just bought a benefits package that includes medical, dental, health, disability, and life insurance. The insurance salesman told our client it was all 100% deductible. That’s 100% wrong in this case, but the client wants proof. As I scour the Canada Revenue Agency (CRA) website the words “the salesman said” just keep ringing in my ears. Of course the salesman is right. Why would he stretch the truth? And of course the accountant is wrong. What would he know about taxes? The fact is, you can deduct all ordinary commercial insurance premiums you incur on any buildings, machinery, and equipment you use in your business. Insurance costs related to your service vehicle have to be claimed as motor vehicle expenses. Insurance costs related to business use of a work space in your home have to be claimed as business-use-of-home expenses. In general, you cannot deduct your life insurance premiums. However, if you use your life insurance policy as collateral for a loan related to your business, you may be able to deduct a part of the premiums you paid. So to expense life insurance it must be payable directly to the finance company or you must be incorporated and have your corporation listed as the beneficiary on your policy so it will have the money to pay loans and other business debts. If the life insurance is payable to your friends and family, it is not deductible. Employee benefits Under “employee benefits” the CRA site speaks to employer-paid life insurance premiums as a taxable benefit and explains how to calculate the income tax to be paid. Remember, your corporation is the employer and you are the employee. Tax guidelines for disability insurance are similar. Generally, premiums paid by an employer to a nongroup plan for sickness or accident insurance, disability insurance, or income maintenance are a taxable benefit. Employer-paid premiums for short-term or long-term disability on a group plan are not taxable benefits. However, when your employer pays any amount toward your shortterm or long-term disability coverage, any benefits you may collect in the future will be taxable. Since proceeds from life insurance are not taxable CRA is not going to allow you to expense the
premiums and cost of buying it. With disability, you have a choice: expense it and pay tax later if you ever collect, or don’t expense it and don’t pay tax if you ever collect.
facts. But there are still a few truths in life: death, taxes, don’t pee into the wind, and don’t believe everything a salesman tells you. TN
Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owneroperators. Learn more at www.tfsgroup.com or call 800-461-5970.
Taxable benefits Here are some other items your employer (that’s you) should be considering for your employee (also you): Companies frequently provide employees with smartphones plus a voice and data plan. Even if you use your phone for both work and pleasure, CRA will generally not consider the payments as a taxable benefit as long as the cost of the cellphone plan is reasonable and you do not incur costs for personal use (ie., additional long-distance charges) beyond the basic fee for the plan. If your employer gives you noncash gifts or awards for performance worth less than $500, the value of the award is not a taxable benefit. Similarly, non-cash awards for length of service worth less than $500 are not considered taxable if you have worked for the organization for at least five years and are not eligible for such an award more often than every five years. A free party or other social event for all company employees where the cost is $100 per person or less is not a taxable benefit. Transportation home, taxi fare, and overnight accommodation are not included in the $100 per person amount. So let’s get back to that expert salesman’s advice. It’s easy to believe what you want to hear in a world of fake news and alternative
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Mandatory electronic logging devices and legalized marijuana Are you informed and prepared for these emerging developments? As of Dec. 18, anyone who operates commercial buses or trucks south of the border will be required to have a compliant electronic logging device (ELD) installed on their vehicle, and ensure their drivers and staff are trained on its use. The rule applies to Canadian and Mexican-domiciled drivers and carriers as well as those based in the US. There are a few exemptions in place, such as vehicles manufactured prior to the model year 2000, those who use paper logs for no more than eight days out of 30, and those involved in driveaway-towaway operations. But for the most part, if you are currently required to keep a paper log, you will be required to have an ELD installed in less than nine months. (If you have existing e-log technology that doesn’t meet the new standard installed prior to Dec. 18, you will have until Dec. 16 2019 to have it upgraded to meet the standards or replaced). Are you and your company ready for this mandate? Do you have the information you need to ensure you are fully compliant with the rule prior to the dropdead date? If you are waiting for the last minute in hopes that the Trump administration will eliminate this rule with another stroke of the pen, that is a flawed strategy at best. All indications are that the ELD mandate will go forward, so if you are entering the US, you should already be looking into devices and starting to plan your roll-out. It takes time to ensure you are sourcing a compliant device, from scheduling the installations, and training all your drivers and operations staff on how to use them. The US Federal Motor Carrier Safety Administration (FMCSA) is not certifying devices, by the way, it is simply allowing manufacturers to self-certify that they comply with the technical standard. So, just because a device appears on the FMCSA’s website as being certified, does not necessarily mean it is so. If, down the road, the device is found to be non-compliant, the manufacturer of the device will have a very short time frame to bring it into compliance. If they can’t, you will be held responsible to have it replaced. In light of this, ensure you do your homework and do some fact checking prior to purchasing a device. You
can go to the FMCSA’s website for more information. On March 27, the news media reported the federal Liberal government will announce legislation in April of this year, with the intention of having marijuana legalized by July 1, 2018. The legislation is expected to broadly follow the recommendations of a federally appointed task force that released a report in December, 2016.
If you are waiting for the last minute in hopes that the Trump administration will eliminate the ELD rule with another stroke of the pen, that is a flawed strategy. Are you ready to deal with how this will affect your workplace? Do you have policies in place already to protect your workers and your workplace? Are they sufficient? We will be covering policies and procedures related to the legalization of marijuana as part of our annual conference in Niagara Falls, Ont. in June. For more information on the event, or to contact the Private Motor Truck Council of Canada office with any questions, you can e-mail info@pmtc.ca, trucks@ pmtc.ca, or call 905-827-0587. TN
Mike Millian is president of the Private Motor Truck Council of Canada, the only national association that represents the views and interests of the private fleet industry. He can be reached at trucks@pmtc.ca.
Safety
Three ways Bison Transport created its award-winning safety culture about issues even before we go to them with a problem.”
Patrick Kuehl (left) presents the National Fleet Safety Award to Bison’s Garth Pitzel at this year’s TCA convention. It is the seventh year in a row Bison has won the award.
By Sonia Straface NASHVILLE, TENNESSEE Last year was a particularly good one for Bison Transport’s director of safety and driver development, Garth Pitzel. In 2016, he got to honor the company’s first ever driver to complete three million consecutive accident-free miles. Bison also reached 39 drivers in total to hit two million consecutive accident-free miles and for the sixth year in a row, it won the Truckload Carriers Association’s (TCA) National Safety Award grand prize. As an organization, Bison is one that isn’t faking its safety success. It has won more safety awards than any other carrier in Canada and the US and is widely known as the safest fleet in North America. So how does Bison do it? That was the focus of Pitzel’s educational session at this year’s TCA convention that ran from March 26-29. He took attendees through how Bison has cultivated an unrivaled safety culture over the years, and how other fleets can do the same.
Counselling vs. training “There’s a big difference between counselling and training,” Pitzel said.
“Counselling is teaching someone something they already know and training is teaching someone something they don’t know.” Understanding this difference is one of the main reasons why Bison stands out from the competition, Pitzel explained. “We don’t have operations people dealing with safety stuff. We have our own counsellors that deal with safety,” he said. Bison’s counsellors are there to help drivers be the best they can be. They learn things like motivational interview techniques, so they don’t discourage drivers or make a safety discussion feel uncomfortable, Pitzel said. “Sometimes safety discussions can be a bit hot under the collar, but we don’t have those discussions,” he said. “It really is, here’s the scenario, what occurred, and what are we going to do to change that behavior?” From there, the counsellors identify the root cause of the issue and determine whether the driver needs counselling or needs new training. “That has been an absolute important part of what we do,” he said. “We’ve had many drivers come in and talk to the counsellors, and now they’re telling us over the phone
Retention Bison doesn’t believe in a “three strikes and you’re out policy,” Pitzel said. Instead, it focuses on retention and keeping those drivers around, because they are better from a risk perspective. “If you’re talking about people, you should support a person when they’re in the worst situation,” he said. “We have drivers who have had major accidents and they’re still with us. I always say to my staff, ‘We know this driver, we know their strengths and their weaknesses but if I don’t have that driver here, I have to hire a new driver and I don’t know their strengths and weaknesses’.” To prove that, Pitzel told a story of a Bison driver who had a negative attitude and how Bison went about changing it. “It was 11 years ago and I’m direct –I told him, ‘You’re not going to make one million accident-free miles.’ He told me he’d prove me wrong. And I said ‘I hope you do.’ And he did. But then 20,000 miles later he got into a major rear-end collision. I called him into my office and I said, ‘Okay what do we need to do for you?’” Pitzel said. “And he was shocked. But just
a year-and-a-half ago I got to phone him congratulating him on his second million-mile award. And he told me, ‘The first million was by luck, the second million I earned.’ And if it wasn’t for that continual discussion and commitment to retention, we wouldn’t have that million-mile driver in our business today.” Recognition Recognition is the simplest part of creating a safety culture, Pitzel said. “If you look at when we made all of these changes, that’s what we started first. In 1999 we started recognizing safe driving miles.” And when you hit one million accident-free miles with Bison, they make a big deal out of it. “We give them a personal phone call, a certificate, a jacket,” he said. “At two million, we bring them into the office for a special presentation. And again, those phone calls are the best thing that I get to do because the impact those personal calls have is unbelievable.” Pitzel advised that adding a personal touch doesn’t go unnoticed either. “I do not stamp those certificates,” he said. “I personally take the time to sign each and every one. I’ve had many drivers see me at 8 p.m. in my office signing the certificates. Those are the little things that support the safety culture and make our drivers excited to be safe and that’s them just doing their job well.” TN
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WHAT DRIVERS DON’T KNOW! The 5 SECRETS your trucking employer is keeping from you! Discover what it costs you…
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1.866.857.5166 drivers@carmentransportation.com May 2017 • Truck News 41
Insights Independent with Attitude
Conflicting messages will deter millennials Our industry needs to be on the same page if we hope to appeal to today’s youth Obviously, we have a serious driver shortage. Millennials are one of the more promising solutions to this, but the younger generation – besides being more tech-savvy – are largely unsure about the viability of a driving career. I don’t blame them, because I’m still not sure, and I’ve been here a while. Is ours a lifestyle very many people want anymore? In past decades, job searches were often based on word of mouth, whereas today the younger crowd is more apt to research this industry online and through industry publications such as this one.
Pretend, for a moment, that you know nothing about this industry, and randomly pick up an issue of Truck News. Read cover to cover, and you’ll notice the mixed signals trucking industry leaders and participants are sending. Some people in the industry regularly send a mixed – sometimes completely false – message in their attempts to appear knowledgeable. One person from the industry was critical of those tampering with emissions systems on new trucks, stating “rules are rules, without exception.”
I don’t condone emissions systems tampering, but I understand why it happens. We’ve all heard of good owner-operators losing their new trucks, or small companies struggling, because of excessive downtime. A local owner-operator recently needed work done at an Ontario dealership, and had to book the work two weeks ahead, because the dealer currently had 42 trucks from the same f leet that wouldn’t run properly. It’s easy to see the position some companies have been placed in.
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Bill Cameron and his wife Nancy own and operate Parks Transportation. Bill can be reached at williamcameron.bc@gmail.com.
This same person from the industry, was later quoted as being pleased with the Ontario government’s decision to extend lift axle grandfathering by five years. Weren’t we just told: “Rules are rules, without exception?” The extinction of lift axles had been discussed for more than 20 years, so it hardly came as a surprise. The frantic pre-buy by carriers to take maximum advantage of the grandfathering period could and should have just involved buying SPIF (Safe, Productive, Infrastructure-Friendly)-compliant equipment. This was a choice, made by many carriers to avoid new developments as long as possible, which was promoted as good business.
How’s a young, inexperienced potential industry entrant supposed to feel, after reading that right and wrong, apparently, are based on moveable goalposts? A new truck that continually shuts down isn’t a choice; it’s a harsh misfortune. Avoiding new trucks, or, in extreme circumstances, removing the problem, is considered a terrible offence, by the same people. I thought we were all being urged to adopt new technologies, but those with the most influence advise us how to conduct ourselves, then waffle a little on just what advancements we should adopt, based on the desires of the more influential companies. When the young career-seeker reads the debates surrounding speed limiters or electronic logging devices (ELDs), it may be the last truck research they do. Forget your own personal stance; look at how ludicrous some of the conflicting arguments became. How’s a young, inexperienced potential industry entrant supposed to feel, after reading that right and wrong, apparently, are based on moveable goalposts? Does this really make our industry look appealing? We’re literally chasing millennials out of the driver’s seat. TN
Over the Road
We can’t attract more drivers while automating the profession If we are going to attract young people to a career in the trucking industry, we need more than just a new marketing plan preaching a set of motherhood values based on past performance and the freedom of the open road. When robots take bad jobs is the headline of an article written in The Atlantic and published online Feb. 27. It is worth a read. It highlights everything that is wrong with the trucking industry in the US from the perspective of a new hire. Our employment standards here in Canada are not the same as they are for our neighbors to the south. Broadly speaking, we have more protections in place for individuals entering the industry but the push towards contractors over employees continues to bleed across the border. This article paints a picture of an industry that wouldn’t be a young person’s first career choice. I recently read that Celadon now allows its lease-operators to haul for other carriers. Although the news was written from the perspective of enabling owner-operators and giving them more choice, it is not difficult to read between the lines and see how this is a first step towards combating the uberization of the freight market. It moves dispatching into the driver’s seat – a different twist on automation. Over at Techcrunch.com on Feb. 28, there was a report on Starsky Robotics. This is a trucking company that is operating trucks remotely. Experienced drivers are operating trucks from the office. Capabilities are limited at present, but they have been in business for two years, have serious funding, and are expanding their operation. They have already done some driverless highway hauls and have plans to get drivers out of some trucks by the end of 2017. This is an example of using automation to have individual, experienced drivers control multiple trucks from a central location. These three examples highlight the multitude of changes the trucking industry is embroiled in at the moment. We have a push from the top chasing after greater returns on investment through mergers and acquisitions, adoption of new technologies, and driving down employee costs. At the same time there is constant messaging about attracting new blood to the industry. So, we’re telling people how great this industry is to work in while we continue to undermine driver compensation and look for new ways to make a driver’s job redundant.
Is it really as bad as it looks on the surface? No, not from the perspective of drivers that work for progressive companies that recognize the value of the synergy between welltrained professional drivers and emerging technology. This is where I pick up the drum I’ve been beating for the past several months. Training, certification, and a universal apprenticeship program. It’s time to realize the free market isn’t the be all and end all for solving the human resource problems that exist at the driver level. The way to attract new blood into our industry is to market a clear
career path to prospective drivers. That means bringing together government, training institutions, trucking companies, and equipment manufacturers under the same roof. That’s a big ask, but it has to be done and requires leadership from government to put forward legislation focused on long-term growth rather than short-term return on investment. Technology is not going to replace drivers. It will reduce the number of drivers required. It will create specialized operators of heavy equipment on our roads that will require a higher level of training. The job of
Al Goodhall has been a professional long-haul driver since 1998. He shares his experiences via his blog at http://truckingacross canada.blogspot.com. You can follow him on Twitter at @Al_Goodhall.
the driver is going to change. A universal method of training and certification is the only way to manage this change in a way that will minimize disruption across the trucking industry while defining the job of the truck operator in a rapidly changing market. That’s what we need to attract new blood. TN
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May 2017 • Truck News 43
Health Preventive Maintenance
Don’t be weak in the knees Traveling down the road, isn’t it great to enjoy the view through the windows of your rig? Your elevated position displays great distances of countryside and roadways, unobstructed by four-wheelers. Unfortunately, this excellent view may come at a cost. Climbing into your rig and jumping down many times each workday can take a toll on your knees, especially when landing on pavement or a concrete pad. Many people jump out of their trucks for years without knee pain, but a number of factors may increase your risk of injury, such as: carrying excess weight, causing everyday activities to automatically stress your knees and accelerate the breakdown of cartilage within the
joint; weak or inflexible leg muscles that don’t support the joint enough to help absorb the shock created during impact; weakened tendons and ligaments from repeated turning, twisting, and pounding. The three most common sources of knee pain are issues with the knee joint itself, or with the soft tissue that surrounds your knee, including: tendons (bands connecting muscle to bone); issues with the ligaments (bands connecting bone to bone); or, issues with the bursae (synovial fluid sac cushioning between bone and the tendons and/or muscles around a joint). These issues are primarily caused by injury, mechanical problems, and/or underlying chronic medical conditions.
Injuries include fractures, dislocations, torn collateral ligaments, and/ or torn meniscus (rubbery cartilage shock-absorber between shin- and thigh-bone). Mechanical problems could consist of a dislocated kneecap, a fragment of bone or cartilage wedged in the hinge of the joint, or a strain from adopting an improper gait to compensate for a hip or back injury when walking Some chronic medical conditions causing knee pain include ACL, avascular necrosis (bone death due to impaired blood supply), gout, bursitis, lupus, tendonitis, osteoarthritis, rheumatoid arthritis, osteomyelitis (bone infection), septic arthritis (joint infection), and/or patellar (kneecap) tendonitis.
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44 Truck News • May 2017
Karen Bowen is a professional health and nutrition consultant, and she can be reached at karen_bowen@yahoo.com.
Although most knee pain is not caused by a serious medical concern, the pain becomes serious when it interferes with regular work/life activities. If it slowly appeared, or flared up after an unusual strenuous activity, it shouldn’t require immediate medical care. You should be able to manage this pain within a day or two on your own. After an injury, begin the healing process by reducing/avoiding pain-causing activities. When exiting your rig, lower yourself using the grab handle instead of jumping to the ground. Snuggly wear a flexible knee brace or elastic bandage, while maintaining circulation, to support the affected knee until the pain subsides. Ice the painful area for 15-20 minutes a few times a day. (Carry a sealable plastic bag to make temporary ice packs using ice dispensers in the soft-drink area of fast food restaurants and truck stops). In between loads, elevate your leg. To relieve swelling, pain and inf lammation, take over-thecounter non-steroidal anti-inflammatory drugs such as ibuprofen (Advil, Motrin IB, etc.) and naproxen sodium (Aleve). Since these medications may upset your stomach, take them with a glass of water. Acetaminophen (Tylenol) is recommended if you are 50 years of age or older, or if you have kidney trouble or high blood pressure. Glucosamine and chondroitin supplements may also reduce osteoarthritis pain. However, if your knee pain was triggered by a forceful impact, consider contacting your doctor, especially if your knee becomes swollen, red, tender, warm around the joint, and extremely painful, if you can’t sleep or work, and/or if you develop a fever. Seek immediate medical attention if you heard a popping/cracking sound, particularly if the joint: appears deformed; cannot support your weight; does not fully extend or flex; becomes extremely painful; swells suddenly; and/or shows bruising. Over the long-term, maintaining the health, strength, and stability of your knee will help avoid issues. Maintain a healthy weight, include a variety of muscle- and bone-building foods in your diet, and regularly engage in leg-strengthening exercises like walking, bicycling and swimming. Don’t become weak in the knees. TN
Back behind the wheel
Preventing jumper’s knee Shifting gears, climbing off trailers a couple leading causes In my practice, I commonly treat knee injuries in professional truck drivers. In fact, I would say knee injuries are second only to lower back injuries among drivers. By far, the most common acute knee injury I see in my clinic is patellar tendonitis, better known as jumper’s knee. As you may have guessed, this type of knee injury is often seen in individuals who jump frequently. Patellar tendonitis is simply an inflammation of the tendon that connects your knee cap to your lower leg bone. This tendon works in conjunction with your thigh muscles to extend or straighten your knee in movements such as kicking, jumping and running. Although jumper’s knee is most common in athletes who participate in sports that require frequent jumping, anyone can develop it. For example, I tend to see a lot of cases of this type of injury on the clutch leg of city drivers, due to the repetitive nature of the job and frequent clutch applications. Constantly pressing the clutch in city traffic can be very strenuous on the patellar tendon.
To add to this, flatbedders are at risk of jumper’s knee due to their constant climbing up onto the deck of the trailer. In addition, I always advise my patients to avoid jumping off the back of a trailer, as this too can lead to jumper’s knee. Another risk factor is having tight leg muscles, which is also common in truck drivers due to long hours of sitting.
I tend to see a lot of cases of this type of injury on the clutch leg of city drivers, due to the repetitive nature of the job and frequent clutch applications. Patellar tendonitis is essentially a repetitive strain or overuse injury. The constant or repeated stress causes micro tears in the tendon. As your body attempts to repair the tears, it creates inflammation, which in turn causes pain. The most common symptom of jumper’s knee is pain just under the knee cap, which is usually aggra-
vated by intense physical activity. Eventually, as the injury worsens, pain will be experienced with daily movements such as stair climbing or rising from a seated position. If you suspect that you have jumper’s knee, it is important to seek medical attention, as ignoring the pain can lead to a more severe injury. Your doctor will be able to diagnose jumper’s knee by taking a detailed medical history and performing a physical examination. If necessary, your doctor may recommend diagnostic imaging tests such as an ultrasound, X-ray and/or MRI to better visualize the injury site. Once a definitive diagnosis of jumper’s knee is reached, your doctor will be able to recommend the appropriate course of treatment. In most cases, medications such as ibuprofen and naproxen are prescribed to reduce pain and inflammation. Physical therapy may be recommended as well. Therapy usually includes stretching and strengthening exercises. Your physical therapist may also recommend a patellar tendon strap, which relieves the tension of the patella tendon during physical activity.
Dr. Christopher H. Singh runs Trans Canada Chiropractic at the 230 Truck Stop in Woodstock, Ont. He can be reached at 519-421-2024.
If all conservative treatments are unsuccessful, corticosteroid injection or even surgery may be necessary. As I always say, prevention is the best treatment. For my patients who are professional truck drivers I have three tips for how to prevent jumper’s knee: If possible, take breaks and get out of the truck every two to three hours. Even if you can only get out and walk around your truck for five minutes, it will help immensely. Before you climb onto your trailer, do a short warm-up consisting of walking around your truck for five minutes as well as gentle leg stretches. Finally, do not jump off your trailer! Keep these simple prevention tips in mind and your knees will thank you for it. Until next month, drive safely. TN
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May 2017 • Truck News 45
Medium-Duty
Big changes for medium-duty trucks Infrequent truck buyers may be surprised at how much has changed in the medium-duty truck market
Customers of medium-duty trucks are encouraged to work closely with dealer experts to understand how much has changed in the design of the vehicle.
By James Menzies The butcher, the baker, and yes, even the candlestick maker. Those are some of the buyers of medium-duty trucks. They aren’t truckers, they don’t know much about trucks and they may not even like trucks. But the truck to them is a tool needed for them to conduct their core business. You can add to this list the landscaper, dry cleaner, and general contractor. They often run their trucks for a decade or more, so when it comes time to update a medium-duty truck, it’s best to consult a dealer sales rep, who has the expertise in spec’ing an appropriate vehicle for the job. “We try to minimize any errors made when spec’ing the truck, by having trained sales staff at our dealerships. They are trained to ask certain questions and to get a thorough understanding of what the customer’s requirement is,” said Eric Smith, senior vice-president of sales and customer support for Hino Motors Canada. “Sometimes a customer may approach our dealership with an existing vehicle and they just want to have a new vehicle that follows the same spec’ as the old vehicle. That’s where problems can start. Products have changed over time, which may affect weight distribution, axle loading and that sort of thing. So don’t automatically assume the selected wheelbase that
46 Truck News • May 2017
worked for a certain model of truck 10 years ago is the right application today.” Customers who have been operating a truck for a decade or more may be surprised by the amount of exhaust aftertreatment found on a medium-duty truck today. These systems have taken frame rail space, added weight and even require additional maintenance and fluids. “I think there is a certain element that misunderstands how it operates,” Smith said of today’s exhaust aftertreatment systems. Hino dealers address this during the delivery of the vehicle and will often involve dealer service managers in that process to ensure the end-user understands any new requirements. A full-service lease is a nice option for buyers of medium-duty trucks who may be unfamiliar and uncomfortable with the new equipment. “In the medium-duty market, I really think that’s the best value right now,” said Rick Kader, director, sales and marketing with International and Isuzu dealer Tallman Group. “A full-service lease takes the stress of ownership away. We worry about the maintenance. We worry about the substitution if that truck goes down. We take all that maintenance stuff away. If you buy a truck and don’t take advantage of a full-service
maintenance package and you neglect maintenance, it’s going to cost you in the end.” Smith agrees. “Everyone has their own reasons why they’re (leasing),” Smith said. “I think there’s a trend towards full-maintenance leasing, where customers just don’t want to have the responsibility
“A full-service lease takes the stress of ownership away.” – Rick Kader, Tallman Group for the maintenance aspect of the vehicle. They want that looked after and I think we’re seeing a shift that is continuing in that direction.” Medium-duty truck buyers in Ontario must also consider whether or not they’ll require a commercial vehicle operator’s registration (CVOR) certificate. This is required for commercial vehicles with a gross vehicle weight rating of greater than 4,500 kgs. Steve Kljajic, truck sales manager with GMC and Isuzu dealer Hum-
berview Trucks, has found medium-duty truck operators who have traditionally rented are surprised to learn they need a CVOR when they decide to buy their own truck. It can take up to four months to receive the certificate. “It’s a big shock to many customers that they need a CVOR and how the long the process is to get it,” Kljajic warned. As a result, some of these single truck operators continue to rent while they wait for their CVOR application to be approved. Another surprise greeting medium-duty truck buyers who are returning to the market for the first time in a while is how much fuel-efficiency and the torque and power ratings have improved. It’s often possible to spec’ a smaller engine today to do the same work that required a larger engine in the past, Kljajic noted. “The trend is, people going to a four-cylinder diesel,” he explained. “That, in itself, is helping fuel efficiency.” Kljajic also advises buyers to consider how much payload they’re hauling. Many customers, he said, buy too much or too little truck just because they don’t fully understand their payload requirements. Some even have the option of spec’ing gasoline engines and eliminating the need for the exhaust aftertreatment systems required by diesel engines. Another option worth considering, noted Kader, are automatic and automated transmissions. “We have seen a major shift from manual transmissions to semi-automatic and full-automatic transmissions,” he explained. Fully automatic transmissions such as those supplied by Allison feature a torque converter for seamless power shifting. Automated transmissions, such as those supplied by Eaton, are built upon a traditional manual gearbox but feature electronics that handle the shifting. Both contribute to better fuel economy and ease of operation, Kader said. “I think those manufacturers have done a lot of homework on improving fuel economy with their electronics and just better products,” he said. A newer option is the Eaton Procision dual clutch transmission, which through the use of a second clutch replicates the smooth power shifting associated with Allison automatics but at a lower price point. “They’re performing well and I think you’ll see that market share grow as we move along,” Kader said of the Procision. TN
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May 2017
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Fleet News
TST Overland Express, Saia join forces
Purolator dodges strike
MONTREAL, QUEBEC TST Overland Express and Saia announced an exclusive partnership March 30, which will service both companies’ US-Canada cross-border lessthan-truckload (LTL) customers. According to the announcement, Saia will service TST Overland’s LTL freight entering the US, and TST Overland will service Saia’s LTL freight entering Canada. The two companies have operated as LTL carriers for a combined 179 years. The partnership is effective May 22. Cross-border freight will be serviced as usual during the transition period, TST said. “We are pleased to announce this partnership with Saia,” said Wayne
TORONTO, ONTARIO Purolator and its Teamster local unions reached a tentative agreement March 29, avoiding a strike that was set to take effect that day. Purolator’s final offer was initially rejected by members on March 26, setting the stage for a strike. Purolator said it ceased accepting shipments on March 28 but resumed business as usual when a tentative deal was reached. The two sides worked with Federal Mediation and Conciliation Services to avoid a strike. The agreement garnered the unanimous endorsement of the Teamsters bargaining team, Purolator announced. “We apologize to our customers for the inconvenience over the past few days,” said Ken Johnston, vice-president of human resources and labour relations at Purolator, on March 29. “We’re happy to get back to delivering our customers’ packages now that we’ve reached an agreement that positions the company and employees for sustainable growth in today’s fast-changing marketplace.” TN
Gruszka, president of TST Overland Express. “Our Canadian customers will benefit from Saia’s extensive network of terminals in the US and, with access to the largest LTL network in Canada, we offer Saia’s US customers unparalleled LTL service in Canada.” Saia chief customer officer, Ray Ramu added: “We are excited to partner with TST Overland, as our companies are well aligned in that we are both focused on industry leading on-time delivery service and low cargo claims experience for our customers. Saia’s LTL freight customers will benefit from TST Overland’s extensive cross-border network providing bestin-class LTL service to and from Canada.” TN
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(905) 897-9228 56 Truck News • May 2017
Announcements
Glasvan names new account manager; DTNA names new leader; TMC shakes up leadership; and Tallman Group and Ancra hire new regional managers Glasvan Great Dane has tapped Bobby Bates as its new equipment account manager. He’ll be charged with selling and leasing all new and used product lines, including Great Dane, Landoll, Chaparral by Doonan, Etnyre, Autocar, and Doonan Specialized Trailers. He has more than 10 years of sales and management experience in the trucking industry. Most recently, Bates was general manager of leasing for a truck OEM, where he grew the leasing and rental operations. Prior to that, he worked in trailer leasing. The American Trucking Associations (ATA) has named longtime Technology & Maintenance Council (TMC) technical director Robert Braswell its new acting executive director. He replaces Carl Kirk, who has left the organization. Braswell has been with TMC for 25 years, working in all aspects of the organization. R o g e r N i e l s e n ha s been appointed the new president and chief executive officer of Daimler Trucks North America (DTNA) and its aff iliated companies Freightliner Trucks, Western Star Trucks, Thomas Built Buses, Freightliner Custom Chassis Corporation, and Detroit Diesel Corporation. The appointment was effective as of April 1. He succeeds Mar tin Daum who became member of the board of management of Da i m ler AG responsible for Daimler Trucks and Buses on March 1, 2017. Since 2001, Roger Nielsen has been chief operating officer responsible for the entire DTNA manufacturing network.
Ancra Canada has named Lou Campoli its central region sales manager, covering Ontario, Manitoba, and Saskatchewan. Campoli will represent Ancra’s cargo systems division products. He has more than 30 years of experience in the Canadian heavy-duty aftermarket industry. Campoli can be reached at lcampoli@ancra.com or 289-259-1001. The Tallman Group revealed in March that Jordan Markoff has been named its new general manager, Greater Toronto Area region. According to Tallman, Markoff’s extensive experience in sales and operations management spans more than 20 years with industry-related roots beginning as a licensed truck and coach technician. In his new role, Markoff will be responsible for leading and supporting the operations and sales at Tallman’s Markham, Oshawa, and Belleville dealerships. He can be reached at jmarkoff@tallmangroup.ca. Rick Phillips is leaving Yokohama Tire Corporation after two decades with the company. Phillips, who served as vice-president of sales, is leaving to pursue other opportunities, the company announced. Phillips joined the company in 1999 and moved up through the ranks to his latest position of vice-president, sales. The Truckload Carriers Association (TCA) named Tom Kretsinger Jr. the winner of its 2017 Past Chairman Award. He was TCA chairman from 2013-2014. The award was given at the TCA’s 79th annual convention on March 27 and recognizes industry leaders who make a significant contribution to trucking. Unfortunately, Kretsinger was unable to attend the convention due to a serious medical condition. Since Kretsinger could not attend the event, the TCA arranged for a special dinner with a number of past chairmen in Kretsinger’s hometown of Kansas City, Missouri earlier this year to honor him. TN
Morgan’s Diesel Truck Parts ................. 48 Ocean Trailer .................................... 52 Rodeo du Camion Truck Rodeo .............. 47 Texis Truck Exhaust ............................ 48 The Truck Exhaust Place ...................... 52 Trison Tarps ..................................... 52 Trucking for Kids ............................... 50 Trufco Truck Repair Finance Company ..... 52 Woodstock Truck Show ....................... 51 XL Radiators ..................................... 48
Action Trailer Sales............................. 49 Atlantis Radiator ................................ 53 Capacity of Ontario (Div. of Altruck Group) ... 50 Clifford Truck Show ............................ 48 Dependable Truck & Tank ..................... 53 Eastway Tank & Emergency Vehicles ....... 51 Equilease......................................... 53 Kingpin Specialists ............................. 50 King Radiator Inc. .............................. 50 Maximum Powertrain .......................... 53
ALPHABETICAL LIST NACVS ....................................... 22, 23
Accutrac Capital Solutions .................... 13 April Super Flo ................................... 15 Atlantic Truck Show ............................ 20 BF Goodrich - The Last Word ................. 62 Briway Carriers .................................. 43 BTC Express ..................................... 39 Burrowes Insurance Brokers .................. 12 Caravan Logistics Inc. .......................... 34 Career Opportunities .................. 17, 28-44 Carmen Transportation ........................ 41 Castrol/Wakefield Canada ..................... 21 Challenger Motor Freight ...................... 30 Chevron - Class 8 sponsorship ................ 4 Chriscott.......................................... 38 Classified ......................................... 56 Contrans Flatbed Group........................ 42 Crossword Puzzle & Solution Texis ........ 9, 57 C.U.T.C. Inc. ...................................... 26 DeckX............................................. 31 Detroit Diesel ................................... 2,3 Don Anderson Haulage......................... 37 Fast Forward .................................... 27 Glasvan Great Dane Sales ..................... 14 Global Sensor Systems ........................ 25 Globetrotter Logistics .......................... 36 Holmes Freight Lines ........................... 40 Howes Lubricator Products.................... 13 Hyndman Transport............................. 33 International Trucklines ........................ 36 International Truckload Services ............. 31 Kris Kay Truck Lines ............................ 35 KRTS Transportation Specialists ............. 17 Laidlaw Carriers Bulk GI ....................... 32 Liquid Capital Midwest Corp. Classified ..... 56 Mack Trucks Canada ........................... 63 Michelin Tires (Canada) Ltd............... 58, 64
Healthy Trucker (A Division of NAL Insurance). 12 Navistar ........................................... 6 Newcom Events .................................. 7 Ontario Drivers Medical ........................ 56 P&D Freightlines ................................ 37 PMTC ............................................. 61 Rideway Transport .............................. 37 Ritchie Bros. Auctioneers Cda................. 16 Schneider National.............................. 38 Scotlynn Commodities ......................... 29 Stateside Transportation Consultants ....... 27 Surface Transportation Summit ......... 10, 59 Tankmart International ......................... 45 T.D. Smith ........................................ 41 The Erb Group of Companies.................. 39 The Rosedale Group ............................ 44 The Tallman Group .............................. 19 Total Canada Inc................................. 18 Trailer Wizards.................................... 8 Transcourt Tank Leasing....................... 11 Transport Financial Services .................. 57 Tremcar Inc. ..................................... 25 TruckandTrailer.ca .............................. 55 TruckPro.......................................... 15 Uniroyal - Newland Transport ................. 60 Villeneuve Tank Lines .......................... 35 Wajax .............................................. 8 Z Source .......................................... 26 West Trans Auto ................................. 40 Wiersma Trucking............................... 40 Wilson’s Truck Lines ............................ 43 Xan Systems ..................................... 40 Young Transportation System ................. 35
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May 2017 • Truck News 57
Fiction Mark Dalton: Owner-Operator By Edo van Belkom
After a short walk back to Mother Load, Mark opened the door, reached inside and handed a brand new logbook to Kevin. “What’s this?” Kevin asked. “It’s your logbook. Start getting into the habit of filling it out.” “But I don’t even have an A/Z licence yet.” “No, but you’ll be driving, so you’ll need to keep track of your hours.” Kevin flipped through the book. “You’re being a real stickler, eh?” Mark just looked at him. “It happens to be the law. And before you think I’m being hard on you, just realize you’re actually lucky to be training with me now rather than later. After July of this year you’ll need to take a course and train for over 100 hours before you can even take the test for your A licence.” “Thanks, I guess.” Mark sighed. “Let’s just say training with me is saving you about $5,000.” “Oh, okay,” Kevin said, this time sounding genuinely grateful. He cracked open the logbook again and began filling it out, starting with his name, the date, the name of his co-driver, and all the other information that was necessary for a proper log. When he looked up at Mark after filling out what he could, Mark said, “Now let’s start the circle check.” “The what?” “A circle check is a daily inspection of our truck to make sure everything is safe and operating as it should.” “But you just drove it here. If something was wrong, you would know.” Mark sighed under his breath. “Maybe, but that’s not the point. I did a circle check this morning, but that doesn’t mean everything will be fine the rest of the day. Things break down all the time – at any time. A circle check is required by law every 24 hours, but checking the truck more often is just a good safety practice.” “Wow, there sure seems to be a lot of rules.” “Plenty more, too.” “When do I get to drive the truck?” “Patience,” Mark said. “You might
Illustration by Glenn McEvoy
THE STORY SO FAR Mark agrees to take on a student driver as a favor to his Aunt Mary. When Mark meets the young man, Kevin, he’s unimpressed by what he sees.
The Mark Dalton Project, Part 3 think all of this is boring and unnecessary, but the logbook and circle check is where truck driving starts.” “If you say…” Mark wasn’t happy with Kevin’s attitude, so he said, “Let me put it to you this way. If you don’t do these things right, you could face a fine anywhere from $250 to $50,000.” They had been on the Trans-Canada for a day-and-a-half when Mark slowed Mother Load for a stretch, then slowly eased her off the highway and onto the shoulder. “What’s the matter?” Kevin asked. “Nothing,” Mark said. “You want to drive, right?” “Of course I want to drive. But here? Now?” “Why not now? The road is long, straight and boring. It’s perfect for a beginner like you.” “Well, alright. Let’s do this.” “Take it easy…” Mark began to say, but was cut off by Kevin opening his door and jumping out of the truck. “At least he’s eager,” Mark said, slipping out of his safety belt and getting out from behind the wheel. A moment later they had switched positions and Mark found himself
a bit uncomfortable in the passenger seat. “What first?” “Adjust the seat and the safety belt to where you’re comfortable behind the wheel.” Kevin fiddled with the seat – up, down…up, up, down – then clicked the belt into position. “Okay.” “Armrest too,” Mark said. “And the steering wheel.” Kevin touched both in turn, but did nothing to change their position. “Got it.” “What about your mirrors?” “I can see them both.” “But what can you see?” “Oh, okay…” Kevin adjusted each mirror then nodded in Mark’s direction. Mark had already checked, but asked the question anyway. “Is there anything coming up the highway behind us?” Kevin glanced at his mirror. “No.” “Then depress the clutch, shift into first and slowly release.” Kevin did all three smoothly. “You’ve driven a standard before?” “A four-speed.” “Well, this truck has more than 10.
Take your time to figure out where the clutch catches. It shouldn’t take you long to get comfortable.” In no time, Kevin had shifted up into third and was ready to pull onto the highway. Mark sat quietly, but keenly focused on the young man’s actions. He was leery of letting someone with almost no truck driving experience at all behind the wheel of his livelihood, but Kevin seemed to be doing well. His shifts were smooth, his eyes kept moving from the road ahead to his mirrors in a constant cycle. And he seemed to have a handle on the speed limit… for a while, at least. “Hey, slow down,” Mark said, when he realized they were creeping over the speed limit. “But everything’s running smooth, the road is straight and flat and there’s no one around us. We could get there early.” “No,” Mark said sternly. “We will stay under the speed limit and arrive on time.” “If you say,” Kevin said, easing his foot off the accelerator. Mother Load slowed. “You’re just learning and everything’s great,” Mark said. “But what if we lose a tire while we’re going over the speed limit, is my insurance company going to cover me if they find out I wasn’t obeying the posted limit?” Kevin said nothing. “And it’s a nice sunny day, but what if it wasn’t? What if it were raining, or snowing, or bumper to bumper? If we’re speeding whenever things are clear, how are we going to dial it back when conditions are less than ideal?” “Okay.” “Not to mention fuel. If you drive this thing like you’re in a race you’ll end up burning through thousands of dollars a year in fuel. And for what? Just to arrive a few minutes earlier? This is a business and part of good business is to cut down on expenses, like fuel, and traffic and speeding tickets which can take a deep bite of the bottom line.” “Alright, okay. I get it.” Mark wondered if he did. TN Mark Dalton returns next month in the conclusion of The Mark Dalton Project.
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58 8 Truck TTrruucck News News Ne ws • May May 2017 Ma 2017 20 017 7
New Products Daimler Trucks North America (DTNA) and its component brand Detroit unveiled the new Detroit DD8 medium-duty engine during the Work Truck Show in Indianapolis. The DD8 is a 7.7 liter in-line six-cylinder engine aimed at the vocational truck market, and is packed with a horsepower range of 260 to 350 with between 660 and 1,050 lb.-ft. of torque.
The new engine will initially be available in the Freightliner M2106, 108SD, and 114SD model trucks. The DD8 expands on the medium-duty platform launched with the DD5 last year. Vehicles equipped with the DD8 will also feature the remote diagnostic service Detroit Connect Virtual Technician. Luber-finer recently introduced its high-efficiency MXM Nano Tech Air Filters. According to Luber-finer, the new filters deliver an overall efficiency of 99.99% by utilizing nano technology to keep airborne contaminants at the surface of the filter media and away from the engine. The MXM Nano Tech meets OEM warranty specifications, and the initial product offering includes 35 models covering popular on-road and off-road applications. For more, visit www.luber-finer.com. Pirelli unveiled its new commercial truck tire line at the Mid-America Trucking Show in March. The company said the new tires are ready to launch in Canada and the US. The product line includes the Pentathlon D, a long haul-drive tire that is SmartWay verified. Pentathlon will be the name of the premium long-haul Pirelli product line in the US and Canada. It’s also offering the G:85 Series
for on/off-road applications. And the Formula Driver II All Position rib tire delivers great value in mileage, handling and durability thanks to Pirelli SATT technology, engineered to enhance uniformity of wear, tire life, handling characteristics and retreadability, the company claims. Peterbilt announced updates to its Model 220, as well as an enhanced frame layout for better clearance for power take-off (PTO) installation through the left-hand rail. Peterbilt said the enhanced design features and options result in weight savings, better performance and improved serviceability. They include a redesigned vertical exhaust with the single canister aftertreatment replacing the former dual canister, saving up to 100 lbs. The design also increases the 220’s cab-to-axle distance by six inches, and the battery box has been reduced in size and made from lighter-weight aluminum instead of steel,
and provides greater charging output than currently available products at a lower cost, Thermo King claims. The auto-start module continuously monitors system voltage and activates an alternator to charge if power levels drop too low. It provides low-voltage protection for the auxiliary battery to ensure liftgate operation or that lights are running when needed. The electric power jack charger delivers 120-volt power to trailer interiors. It provides a power source for electric pallet jacks and generates power directly from the liftgate battery pack. It has built-in low voltage protection to preserve liftgate operation, the company says. It is installed underneath the trailer, keeping electronics out of the trailer where damage can occur. The new charger provides access of a wall outlet to the inside of the trailer and makes operation of electric pallet jacks more convenient. A secondary battery source is available.
all combining to save up to 165 lbs. The new enhanced frame layout became available on Model 220s ordered after January 2017.
Rand McNally has announced the launch of a new TND 740 truck-specific GPS, which it says is faster and more powerful than the unit it replaces. The system was designed to save drivers time. It attaches to a powered magnetic mount for easy removal. It’s also capable of receiving map updates over the air through a WiFi connection.
Thermo King introduced three new power management tools at the Mid-America Trucking Show. Complementing its existing line of power management products, Thermo King added a boost charger, autostart module and electric power jack charger. The boost charger gives fleets peace of mind that liftgate batteries will remain fully charged. The charger is designed with three-stage battery charging to maximize battery life. It also ensures the tractor power can be matched with other methods of power generation in a smart manner, Thermo King announced. It’s available in 20- and 35-amp models
The TND 740 has twice the storage capacity and a higher-resolution seven-inch display screen with a brighter display. The TND 740 can also be paired with electronic logging devices, including the ELD 50 from Rand McNally. The company also partnered with Progressive, which is offering its customers $500 in gift cards in exchange for sharing data
SURFACE TRANSPORTATION SUMMIT
about their device usage. The information collected will be aggregated and won’t influence insurance premiums, Rand McNally assured. The new system carries a recommended price of US$399. Arrow Truck Sales will now offer a used truck purchasing program for Canadian and US Prime member owner-operators who currently drive for select carriers. The buyer will qualify for exclusive benefits, including a free six-month, 50,000mile warranty, a special $1,000 allowance and more. Several US carriers are currently engaged in the Prime program, which is also offered through select associations, including Women in Trucking and the Owner-Operator Independent Drivers Association. For a list of participating carriers, visit www.ArrowTruck.com. Allison Transmission on March 14 announced its new Fuel Sense 2.0 featuring DynActive Shifting, which the company said provides up to 6% additional fuel savings compared to its original offering. Those working in distribution saw a 6.3% improvement in fuel savings using the new software, while those in refuse experienced a 6% benefit, transit 4.3% and construction dump 2%, according to the company. Designed for construction and distribution vehicles, as well as city and school bus and refuse, available packages for the new software include FuelSense 2.0, 2.0 Plus and 2.0 Max, with each including DynActive Shifting. DynActive Shifting meets the driver’s power demands by using various inputs. FuelSense 2.0 Plus and Max each offer improved neutral at stop, which lowers fuel consumption and emissions by reducing or eliminating the load on the engine when the vehicle is stopped. There is a standard and premium version available. Max includes enhanced acceleration rate management, a feature that mitigates aggressive driving by automatically controlling engine torque. FuelSense 2.0 will be available mid-April. TN
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May 2017 • Truck News 59
Fiction ic is detained at the US border at Fort Erie. When he was asked if he’d ever been to Somalia and Sudan by a US customs officer, he answered, “Yes.” That’s because he was employed as a truck driver in his native country of Ghana and had visited just about every African nation on the continent at one point or another. And so, while he was not Muslim, not a native of any banned country, and was a permanent resident of his new country – Canada – he was detained at the border.
V By Edo Van Belkom o make things worse, the load he was hauling was gun barrels destined for a US government depot in Syracuse, New York.
T
“So, why were you trying to bring gun “It’s how I make my parts into the US?” living. I’m a truck driver.”
News of Vic’s detention and the nature of his load quickly spread and in no time there were reporters at the border asking questions.
“That many times?” “No. I have no idea. Last week I was hauling a truck full of bubble gum to Connecticut. Another time I had brought beer to Buffalo. And once, I drove 12 horse statues to a farm in South Carolina.” “You remember those, but not the guns?” “Yes, I remember those three out of hundreds of loads I’ve driven to US destinations in the last six months. I’ll remember this one now, too.”
Inside, border officials continue asking Vic questions. “What should we do about this truck driver held up at the border?” asked the PM
“How many times have you brought weapons across the border?” “I have no idea.”
“Yes, Mr. President. It was a shipment destined for a military base in Syracuse.”
“You mean WE ordered those guns from Canada?”
“Nothing sir. Those gun barrels were destined for a US military supply depot. I say we just wait and see.”
“Should we blame Obama or Hillary for this one?”
Finally, a man in a suit Vic hasn’t seen before enters the room and sits down at the table across from Vic. “Sir,” he says. “This has all been a terrible misunderstanding.” Vic smiles. “Yes, it has.” “We’ve decided to let you enter the United States and complete your delivery as if this never happened.” “But it did happen,” Vic says. LIVE
“Yes, you were stopped and your shipment held, but only because your paperwork was incorrect.” “But there is nothing wrong with my paperwork.” “We believe otherwise.” “Then why are you letting me go?” “Let’s just say... alternative facts.”
Driver was detained due to improper customs papers, not so-called travel ban.
Detained Canadian driver allowed to complete delivery to US military base.
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uniroyaltrucktires.com 60 Truck News • May 2017
Illustration by Glenn McEvoy
V
ic has been detained for several hours and the number of people and reporters outside the customs office is growing. Travelers going in both directions – no doubt aware of the situation through various forms of social media are driving past Vic’s truck slowly, honking their horns and shouting out their open windows. Some are in support of Vic. Others congratulate customs agents for doing a good job.
Mail Nicer facilities needed if you want to charge for parking Dear Editor: Re: Pay to park, April Truck News I’ d just like to comment on the pay parking. I’ve stopped at the 10 Acre all the time for the past 25 years. The food was great, they had a shuttle bus, and a nice parking lot. Now there are potholes the size of your truck. The restaurant closes at 10, the food has gone downhill. The point I’m trying to make is, if they want to charge for parking, have some security, a place to go and relax such as a driver’s lounge, and clean showers. This building has been the same for 30 years. It’s all about the money. They know with the electronic logging device mandate that you will have to find a place to park. We need big modern truck stops. There’s nothing close to Toronto at all. Everything’s going up but the rates. Bruce Paul BWP Enterprises
ELD insanity Dear Editor: I attended the Mid-America Trucking Show and listened to the Federal Motor Carrier Safety Administration’s Introduction to the electronic logging device (ELD) rule and implementation plan seminar. My conclusion is that these people are totally whacked. They live on another planet. They have no idea what they are doing and they are preparing another DPF (diesel particulate filter)-type debacle with many lawsuits and accidents in the making. The FMCSA is still in the process of writing and/or rewriting some of the rules that the ELDs will be required to meet. This nine months before the implementation date? As it stands, all trucks and trucking companies subject to this rule will become victims of an ill-conceived, illplanned, ill-prepared, mass experiment involving unproven technologies.
At the MATS seminar, the FMCSA representatives notified attendees that the ELD rule will require everyone who moves a truck to have their own individual ELD code. This means the mechanics, truck washers, fuelers... anyone who moves the truck will need to individually log in and out. I previously assumed that while the truck is in the garage or the company yard, all maintenance employees could use a single maintenance code. Not so. Everyone must have their own code and log in and out every time the truck is moved. This adds up to lost productivity each week just by maintenance personnel moving the truck at the garage or in the company yard. Is this insane or only preposterous? How does requiring maintenance people to log in and out in the garage or in the company yard enhance safety? This insanity will micro-manage the industry to death. ELDs on the
Consult mechanics on new oils Dear Editor: I was a heavy-duty mechanic for 50 years. It seems an important part of the new (CK-4 and FA-4) oil equation is missing. Where do the engine manufacturers stand on these new oils? Cummins and Paccar have totally different requirements. In my opinion, mechanics should be the first to be updated on oil requirements. They stand as a front-line contact with the customer and could be very important in the transition. More communication is needed. TN Steve Schofield
Fine with pay to park policy Dear Editor: Re: Pay to park, April Truck News I am not sure what the fuss is about. People complain that Canadian parking lots are horrible. Well, how do you propose they pay to maintain them? The 10 Acre in the 70s was booming. Shuttle bus, 24-hour restaurant…look at it now. Sorry folks, we don’t truck for free, why should they maintain a lot for free? All they are asking is if you go there to spend some money. Is a breakfast expecting too much? Watch the 10 Acre in the morning. Guys sleep there all night, use the 10 Acre washroom, grab a Timmy’s, and they’re gone. How much did that contribute to the owner? You have to support these places, otherwise, all private truck stops will go the way of the Fifth Wheel. Dave Plain
road are unproven and problematic enough. But in the garage and company yard? Now that’s insanely preposterous! Rick Blatter
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May 2017 • Truck News 61
The Last Word
Blood is thicker than water How Skelton Truck Lines is continuing to succeed under three generations of leaders
Photo by Suzanne Farhound Photography
SHARON, ONTARIO we’re learning from the second and We all recognize that our grandfaIt’s not always easy working with first generations.” ther, father, and uncle have created family, but for the executives at SkelAnd it’s hard to argue that just a business with a strong legacy and ton Truck Lines, that’s just the way one generation is the main reason foundation to depend on.” it’s always been. the business is as successful as it Melissa said her brother and cousSkelton Truck Lines has been in is today. The second generation, ins are fond of implementing change business for 55 years and is recogMike and Ron, brought their truckas they see fit and as they watch nized as being one of Canada’s preing experience to the boardroom. the trucking industry change. One mier haulers of blood plasma, vacMike used to drive trucks and Ron example is their encouragement of cines, and various pharmaceuticals is a licensed mechanic, so together women in the workforce. across the US and Canada. “I’m really passionate about The business was started women in trucking,” Melissa in 1962 by Larry Skelton with said. “I think it’s important help from his wife Barbara in to have women in trucking Unionville, Ont. With a single involved in all capacities, drivtruck, Larry would haul steel ing and in the office.” and nickel. Eventually the At Skelton, the male-to-febusiness grew and in 1981, it male ratio of drivers is remarkfound a new niche and larger able. A quarter of all of Skelton’s customer base transporting drivers are women, compared blood products. to a national average of just 3%. Today, the business is still This figure includes women that being headed by Larry as drive team, mostly with their president. But there are three spouse, which Skelton accomgenerations of Skeltons that modates. work out of the Sharon, Ont. “In the last five years we’ve headquarters that is home really progressed,” she said. to 87 trucks. His sons, Ron “We value women in our workand Mike, are the company’s force, they bring a lot of knowlsenior vice-presidents, and edge and a lot of strength to the his four grandchildren – all role and we like to hire them if in their 20s – run the comwe can. We often find they are pany’s main departments. best at communicating with Andy, the oldest of the four, customers.” is operations manager. His Melissa Skelton, 22, oversees human resources at The grandchildren have also brother Cody is the dispatch the growing fleet. put together a health and safety manager and customer sercommittee that meets once a vice representative. Then there’s their experience helped shape the month. Their focus lately has been their cousin Steve, who is the business. However, the third generaon mental health initiatives. warehouse manager, and his sistion knows the importance that mil“Mental health is big in the workter Melissa, who at just 22 years old lennials offer a business. place,” Melissa said. “We encourage is the company’s human resources “The biggest issue with many famthose with concerns to come and and health and safety advisor. ily businesses is that they get stuck speak with us. So, we’ve got flyers And while some shy away from doing things the same way they have around the building that commuworking with family, the Skeltons for years, even when the business nicate mental health statistics and embrace it. outgrows that structure,” Melissa we are giving mental health/first aid “With some businesses, you have said. “At Skelton, the first and sectraining to our employees.” siblings fighting and all of that, but ond generation recognize the innoWith all this innovation, it’s hard not here,” Ron said. vative changes with technology and to imagine what’s not to like for “And I think that’s because all hiring and have utilized their grandemployees. Today the company four grandchildren…we’re all very kids to expand the business and boasts a single digit turnover rate. involved in the day-to-day operamake it an even bigger success. We And that’s due to a number of reations,” Melissa said. “We’re all here share the same goals, attitudes, and sons, Melissa and Ron agreed. on a daily basis and we make sure values with respect to the business. “First off, we don’t call our driv-
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ers, drivers,” Melissa said. “We call them pharmaceutical logistics technicians or PLTs. And that’s the title we’ve given them based on the specialized knowledge and training they’ve received once they’re hired, because we certainly see value in the responsibilities that these individuals are doing. They’re not just a truck driver – they’re dealing with temperature-controlled trailers, complicated paperwork for crossing the border and seals on the trailer. It’s all very specialized for them. To recognize them as a pharmaceutical logistics technicians is only appropriate.” In addition, drivers are given a yearly allowance of $200 to buy items to add to their company uniform and wardrobe, like Skelton shirts and jackets. Recently, the company also paid to have all its sleeper cabs fitted with custom Kingsdown mattresses. “It’s so our drivers can be sure they get a good night’s rest every time they are away from home,” Ron explained. The future of Skelton Truck Lines is, like many trucking businesses today, said Melissa, to stay focused and keep growing. Just last year the company opened a US terminal in North Carolina that is home to 17 trucks. “We want more trucks and more trailers on the road, of course,” she said. “But I believe the grandchildren, myself included, are going to do what we can do to make the business grow. We want to continue with what our parents and grandparents did and if we continue with that, we think we can remain successful.” TN
Sonia Straface is the associate editor of Truck News. She has been covering the Canadian trucking industry since 2014.
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