October 2018 Volume 38, Issue 9
TRUCK NEWS Eastern Canada’s Trucking Newspaper Since 1981
Delivering daily news at trucknews.com
Page 23
Pages 26-29
Page 31
Page 56
Parking stress
Keeping score
A special visitor
Breaking down brakes
The inability to find parking spaces is the leading cause of stress among professional drivers.
Driver scorecards are evolving, and even finding a following among competitive owner-operators.
An Australian truck driver and road safety advocate visits Canada to share ideas.
Why do brake violations continue to be so high and how can they be reduced? We have some answers.
Record demand
RET ADVERTAIL ISING P AGES 57 -
August sets another new record for Class 8 truck orders North American Class 8 truck orders once again reached an all-time high in August, at 53,100 units, according to preliminary data from ACT Research. August bettered July numbers, which had set the previous all-time high. This over typically weak order intake months. “Preliminary data indicate that during the month of August, North American Class 8 orders rose 0.9% month-over-month and 150% from August 2017,” said Kenny Vieth, ACT’s president and senior analyst. “Super strong orders in June and July are likely pulling large fleet orders ahead in the schedule, as truckers race to reserve build slots in a market where demand is running well above capacity.” Orders from June to August were booked at a 700,000 seasonally adjusted annual rate. Classes 5-7 net orders totaled 23,700 units, up 18% from July and 26% year-over-year. Continued on page 20
PM40063170
Careers: 6, 36-55 Ad Index: 65
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The face of the trucking industry is changing. What are you doing to adapt and keep up?
Change of face Canada’s truck driver demographics are rapidly shifting By James Menzies TORONTO, ONTARIO The Canadian trucking industry is in the midst of a cultural and demographic evolution. The good ol’ boys who grew up on the farm and could dismantle an engine and transmission with their hands are getting older and retiring, and young people aren’t seeing the allure of the open highway. Attempts to draw women to the trucking industry have been largely unsuccessful to date, but immigrants have eagerly stepped up into the role as a viable way to generate a steady income soon after arriving in their new country. South Asian drivers represent by far the fastest-growing segment of the industry, especially in metro areas such as Toronto, where 53.9% of drivers are now of South Asian descent. These demographic changes will come as no surprise to anyone who’s been in the trucking industry for more than a few years. However, these observations to date have largely anecdotal in nature. Just how deep into
Canada’s trucking industry have South Asian drivers extended their roots? Why aren’t more women pursuing a truck driving career? What has become of the oldschool Canadian trucker? How are fleets adapting to the rapidly changing driver demographic? To answer these questions, and help the industry better understand the demographic changes that are occurring within the industry, Truck News – along with sister Newcom Media publications Truck West, Today’s Trucking, Transport Routier, and Road Today – is launching an unprecedented, multi-month series on The Changing Face of Trucking. We have comprehensively analyzed Canadian census data to identify and confirm employment trends. These will be broken down in each of our respective magazines based on the geographic area they serve. Truck News will focus primarily on Ontario and provinces east. The statistical breakdown will be complemented with feature articles, news stories, and personality and fleet profiles, that examine issues related to the changing demographics in the Canadian trucking industry and highlight the Continued on page 9
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Inside the Numbers with Lou Smyrlis
Purchasing Plans Eastern Canada carriers share their plans for fleet replacement Two thirds of Eastern Canada (Ontario to Maritimes) carriers are planning replacements to their fleets this year, our latest annual Equipment Buying Trends Survey reveals. The survey also found that almost three quarters are planning replacements for 2019. Twenty two percent of survey respondents are on 4-5 year truck replacement cycles while 23% are replacing their vehicles every 5-6 years. It’s interesting to note that more than 40% are hanging on to vehicles for 10 years or more. Trade in cycle for heavy duty vehicles
Fleet activities Other
Construction
6%
41%
10 years or more
38%
1%
22%
9% 12% 10%
7%
33%
Urban haul
Freightliner
32% of respondents
International
13%
Kenworth
15%
Mack
8%
Peterbilt
10%
Volvo
11%
Western Star
3%
Other/NA
6%
of respondents
of respondents
Forestry
Main brand of HD vehicles in fleet
2-3 years
Long haul
18%
Follow Lou on Twitter @LouSmyrlis.
23%
8-9 years
Regional haul
4-5 years
6-7 years
Percentage of heavy duty vehicle fleet anticipate replacing by end of year
Percentage of heavy duty vehicle fleet anticipate replacing next year More than 30%
More than 30%
10% 30% of fleet
0% of fleet
30% of fleet
36%
of respondents
Main brand of HD vehicles most likely to consider purchasing
3% 4%
27%
of respondents
7% 20% of fleet
12%
Freightliner
22% of respondents
International
8%
Kenworth
14%
Mack
11%
Peterbilt
13%
Volvo
13%
Western Star
7%
Other/NA
12%
0% of fleet
27%
20% of fleet
38%
35%
10% of fleet
10% of fleet
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4 Truck News • October 2018
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
In Every Issue
Sonia Straface Associate Editor 416-510-6890 sonia@newcom.ca
Marketplace ............57-63
Derek Clouthier Truck West Editor 403-969-1506 derek@newcom.ca
Ad Index ....................... 65
DESIGN AND PRODUCTION Michael Chimienti, Beverley Richards, Carolyn Brimer, Tim Norton
Products ...................... 67
ACCOUNT MANAGERS Anthony Buttino National Accounts Manager 416-458-0103 anthonyb@newcom.ca Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca
Announcements .......... 65
Mark Dalton ................. 66
Newland Transport ...... 68
Feature Stories
Brake-down
Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca
7
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 5353 DUNDAS STREET, WEST, SUITE 400 TORONTO, ON M9B 6H8 PUBLICATIONS MAIL AGREEMENT NO. 40063170 CUSTOMER NO. 4006214
How to identify when you have a pinched nerve, and what to do about it.
We introduce you to a heavy truck technician who prefers the oldfashioned mental decision tree over diagnostic software when it comes to troubleshooting. 33
How to cut back on brake-related violations and enhance safety through proper maintenance. 56
Newcom Media Inc.
Karen Bowen – Health
The traditional technician
Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca
Truck News is published monthly by
51
Editorial We introduce you to our new The Changing Face of Trucking series, and explain our objective.
9-19
The Changing Face of Trucking A detailed look at the statistics and exploring the controversial topic of racism in trucking.
20-31 Business
Finding truck parking is the leading cause of stress among drivers, Mack’s new boss lays out his game plan, and why owner-operators are embracing in-cab coaching.
Al Goodhall – Opinion Should kindness be taught as an essential skill for professional drivers? Al thinks so.
Understanding GST/HST, and why you shouldn’t count on anyone else’s “opinion.”
It’s time to adapt our human resources strategies to reflect emerging technologies and to take back the narrative over autonomous trucks.
47
55
Diving into the hours-of-service debate – one of trucking’s most controversial issues.
We visit a Virginia truck stop that has North America’s only travel center pharmacy.
48
70
Mark tees off on his latest pet peeve: cordless tools that necessitate too much rework when the truck returns from the shop.
Carmen Transportation says success is all about the planning.
Scott Taylor – Tax Talk
Joanne Ritchie – Opinion
Mark Lee - Opinion
Nominations are now open for the Truckload Carriers Association’s 2019 Best Fleets to Drive For competition.
More M&A in the trucking industry, and Highlight Motor Freight moves into new California digs.
53
Angela Splinter – Human Factors
The North American Sprinter is unveiled, Bendix updates safety systems, and fleets are saving millions by using fuel-saving technologies.
Fleet News
A Saskatchewan truck driver finds a unique way to honor victims of the Humboldt Broncos’ bus crash.
46
49
44-45
Canada
54
34-43
Equipment
52
Health
Last Word
Best Fleets
50
Dr. Chris Singh – Health Jumper’s knee is something truckers need to be familiar with, especially if they are often climbing in and out of trailers.
October 2018 • Truck News 5
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Editorial
The changing face of trucking We take a deep dive into the trucking industry’s shifting demographics If you’ve been around the trucking industry for any length of time, you’ve no doubt noticed the shift of demographics over the past several years. The traditional Canadian driving force is aging, and not being replaced with young people coming off the farm, as was previously the case. Meanwhile, the void is being filled by more new Canadians, especially those from India. These drivers have embraced the trucking industry – particularly in the Vancouver and Toronto areas – because the profession offers them an opportunity to quickly earn a decent income and to pursue their dreams of a better life here in Canada. To date, this shifting demographic has largely been anecdotal. Truck dealers, recruiters, and fleet managers all acknowledge the increasing prevalence – and importance – of the South Asian community in the trucking industry. But are these anecdotal observations accurate? And what does it mean for those in the industry? How can fleets more effectively attract and integrate drivers from various ethnic backgrounds? How well do we understand cultures that are different from our own? This month marks the start of a new series, The Changing Face of Trucking, an unprecedented deep dive into the changing demographics in the Canadian trucking industry. And the project goes well beyond the pages of Truck News. Other Newcom Media trucking publications will also be examining the issue, including Truck West, Today’s Trucking, Transport Routier, and the soon-to-be relaunched Road Today, a national
only 1.8% of truck drivers in Canada were identified as South Asian, while that number is 17.8% today – and even higher in Ontario (25.6%) and B.C. (34.6%). As part of The Changing Face of Trucking series, we will be highlighting some of the success stories within this demographic. But we won’t shy away from the more controversial topics either – including racism in trucking, which Harry Rudolfs covers in this month’s issue. Fortunately, his findings were that it is on the decline, and my personal conversations with recruiters supports that same conclusion. We hope you enjoy our in-depth coverage of this topic this month and in the months to come. There’s no end date for this project – we will simply cover this important issue as long as it needs to be covered. In the end, we hope we can help your business better understand – and benefit from – the changing demographics in the trucking industry. TN trucking magazine written for the South Asian community. Each publication will focus on the geographic areas they cover, in our case Ontario, Quebec, and the Atlantic provinces. As part of this project, we analyzed in detail Canadian census data dating back to 1991. What we found only confirmed what we suspected: that the Canadian trucking industry is in midst of a major shift in demographics. Consider that in 1996, only 3.5% of Canadian truck drivers were a visible minority, while in 2016 that number rose to 24.5%. Also, in 1996
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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October 2018 • Truck News 7
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The Changing Face of Trucking
Trucking’s demographics are evolving Continued from page 1
contributions of the many ethnicities that comprise the industry today. We will not shy away from the touchier subjects, including racism in trucking, and how to effectively and sensitively integrate minority drivers into your business. But to launch this series, we will first look in detail at the data. Where are the women? Women make up nearly half of Canada’s workforce, yet their representation on the front lines of the trucking industry is a woeful 3-4%. This despite ramped up efforts over the last decade to draw more women to the industry. The U.S.-based Women in Trucking Association was launched in 2007 to raise the profile of women working in the trucking industry, and to better educate women about the career opportunities that exist. It was joined by the Women’s Trucking Federation of Canada, which aimed to create a support network for women in the trucking industry, as well as to expand the employment of women in trucking. But as of the last census report in 2016, there was little movement on this front.
In Canada, only 3.24% of truck drivers were women. The average was even lower in Ontario, at 2.74%, with Quebec performing slightly better at 4.05%. Yes, this is an improvement over 1991, when only 1.74% of Canadian truck drivers were women, but the growth has been startlingly anemic. Looking at Eastern Canada data, only the Atlantic provinces have steadily grown the percentage of women working as truck drivers,
says his company has made efforts to recruit women drivers – with little success. “We are canvassing for women drivers as we speak, but have had no response,” he told Truck News. It’s a demographic he’d like to see better represented in the industry. “They are better drivers and more compatible to the customers,” he contended. “Women are not given enough opportunity to prove themselves in this industry.”
South Asians: The fastestgrowing segment, by far
Percentage of truck drivers who are female (Ontario > East)
albeit at a slow pace. Ontario actually saw a decrease from the 2011 and 2016 census years, while Quebec leads the way with women making up more than 4%. The total number of female drivers from Ontario east remained flat from 2011 to 2016, at 3,640. David Brown, a recruiter for Courtice, Ont.-based CCT Auto-Trans,
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open mind about the opportunities the trucking industry presents to women. “There are still career influencers who discourage women from entering the professional driver occupation,” she said. “The more we do to educate women, support employers, and inform the public through positive media promoting the successes, the more women we will see coming to trucking for their place at the wheel.”
Shelley Uvanile-Hesch, CEO of the Women’s Trucking Federation of Canada, is more optimistic. “While the numbers (of women in trucking) seem low, let’s take a moment to celebrate the fact that the number continues to grow,” she said. Uvanile-Hesch would like to see teachers, guidance counsellors, parents and other influencers keep an
The South Asian community has contributed greatly to the trucking industry’s success in recent years, and continues to represent the fastest-growing segment of the industry. This wasn’t always the case. In 1996, only 1.8% of Canadian truck drivers were listed as South Asian, though higher in some regions such as B.C. at 7.9%. Cities such as Toronto (6.2%) and Vancouver (18.7%) were well above the national average. Twenty years later, 17.8% of all truck drivers in Canada were listed as South Asian. This remained even higher in B.C. (34.6%) and Ontario (25.6%), and when looking at those province’s largest cities the numbers spiked to 55.9% in Vancouver and 53.9% in Toronto. Continued on page 12
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October 2018 • Truck News 9
Introducing the Kenworth W990. When the open road called, we answered.
The Changing Face of Trucking
Shifting demographics Continued from page 9
Manan Gupta, general manager of Newcom South Asian Media, which produces the national trucking magazine Road Today, geared towards the South Asian community, says there are several reasons for the explosive growth of South Asian truckers. “The exponential growth of South Asians in the trucking industry as seen in the last 20 years is not surprising and has many reasons,� he said. “During this period, there has been an increased flow of immigrants arriving from South Asia – especially India – due to welcoming immigration policies, family reuni-
Recruiters react When presented with key findings from our research, seasoned recruiters were not surprised. In fact, they said the data we sifted through simply reinforced what they are seeing in the field. Geoff Topping, vice-president of human resources for Challenger Motor Freight, said his company has already adapted its recruitment efforts to better attract the growing South Asian population. “We actively participate in South Asian community job fairs, and we have hired recruiters from the South Asian community,� Topping said. “We have trainers in our training department from the South Asian community, who speak various South Asian languages.� Challenger offers some training in Punjabi so they better retain the information, while acknowledging drivers still need to speak English on the job. The company has even produced a TV commercial in Punjabi, which airs on a local South Asian TV channel. And this outreach isn’t limited to the South Asian community, Topping said, noting it has also reached out to the Polish community. Challenger has also attempted to recruit more women, and goes so far as to cover the cost of its female drivers’ membership in the Women’s Trucking
fication, and of late through international students.� He said many of these immigrants do not have their educational credentials recognized here in Canada, and turn to trucking, where they can quickly begin earning an income. “The ongoing shortage of qualified workforce and changing demo-
graphics also are contributing factors,� he explained. He said most South Asian immigrants gravitate towards the suburbs of Toronto and Vancouver, where they are welcomed by a supportive community. These areas also host a large number of freight-related businesses, Gupta noted,
which “further attracts the newcomers to join the trucking and logistics industry.� But most importantly, these newcomers to Canada see the trucking industry as an opportunity to fulfill their dreams of achieving a better life.
Federation of Canada so that they can find female mentors and take advantage of networking opportunities. Topping feels safety concerns are the main barrier to attracting more women. “I honestly still think the big part of it is the safety issue,� he said. “Female drivers maybe don’t feel as safe when they’re going to be away at truck stops. We, as an industry, need to continue to work on that.� While Challenger has stepped up its recruiting efforts targeting drivers of various ethnic backgrounds, it’s also making an effort to keep its aging Canadian drivers. “The aging workforce in general is becoming a huge issue,� he said. “We as an entire industry need to be taking really solid notice of that. We offer different work configurations for those drivers if they don’t want to be out fulltime. We put them in a truck share program and try to get them a dedicated run, so they can do a shorter trip and someone else does the longer trip. If they want to be out for a week and then home for a week, we are open to working with them.� Challenger also sourced out health insurance coverage for drivers over the age of 65. “Health insurance coverage can be an issue for them,� Topping said. “A lot of benefits companies cease coverage for people once they reach 65.�
Dave Brown, recruiter for CCT AutoTrans in Courtice, Ont., also said he wasn’t surprised by the trends we identified through our research. “Your statistics will rise in a compound fashion, it’s only a matter of time,� he predicted. To adapt to the shifting demographics in trucking, Brown said his company has “offered more benefits, wages, holiday time, safety bonuses, RRSP programs, sign-on and referral bonuses to staff and the general public.� Brown is especially discouraged by the industry’s inability to attract more female drivers. Caroline Blais, recruiting manager for Kriska, was also not surprised when presented with the stats. “This is in line with what we are seeing in our hiring in the Greater Toronto Area,� she confirmed. Kriska’s internal staff hires have reflected the changing demographic among drivers. “Having a more diverse office staff helps our South Asian community feel more comfortable,� Blais said. “Our operations supervisor is able to speak multiple languages and often will speak to our owner-operators in their first language.� Kriska has found that its South Asian recruits are hardworking and entrepreneurial. “We have seen many of our South Asian drivers looking to start their own operating authorities,� Blais said. “This
demographic is hardworking, business-minded and entrepreneurial. Secondly, our experience is that this demographic is more tightly connected than any other. Often, they will work for a company where their friends and family are. This has benefited us in the past but is a risk if key associates were to move on; then we would lose many drivers at once.� Another challenge involves understanding and accommodating different cultural requirements. “We’ll have applicants who, for various reasons, can’t handle various commodities. Perhaps they can’t haul meat or alcohol, or they wear a religious headdress so they can’t wear a hardhat. If that means we have to be sensitive to which customers we send those individuals to, we do that,� Blais explained. It’s all about respect, she reiterated, noting Kriska now celebrates and recognizes holidays such as Diwali. Asked if there has been any friction within the fleet as it has become a melting pot of various cultures, she said it hasn’t been an issue. “I can’t say we’ve seen any examples of that within our fleet,� she said. “I have never observed or heard of examples within our fleet where we have had friction because of some people not feeling comfortable with other people. The Greater Toronto Area is so diverse, I’d like to think that as a society we’ve gotten past that point.� TN
Continued on page 15
27th Annual Fleet Safety Council Educational Conference Friday October 19th, 2018 Centre for Health and Safety Innovation 5110 Creekbank Rd., Mississau Mississauga L4W 0A1 Canada
Registration cost: $150.00
Master of Ceremonies: John G. Smith, Editor of Today’s Trucking
EARLY BIRD SPECIAL Register before July 31st to be entered into our draw
Download the registration form and agenda at:
www.eetsafetycouncil.com 12 Truck News • October 2018
Agenda:
– Leadership in Ch Challenging Times – Best Fleets to Drive For Panel – The Changing Insurance Market – Changes in the Transportation Industry Fatality in the Workplace – Code Red Scenario
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The Changing Face of Trucking
South Asian population surging Continued from page 12
Percentage of truck drivers who are immigrants
“The trucking sector provides a decent income level to start with, and thus fulfills the Canadian dream,” said Gupta. “With ample emotional and financial support from extended families, peers, cultural and religious groups, the South Asian community has been able to make the best and creative use of the opportunities. This ultimately has made them a force to be reckoned with, (and to make) a significant contribution to Canada’s trucking industry.” Visible minorities in general – not only South Asians – continue to make up a greater proportion of Canada’s driving force. This is especially true in Ontario, where in 2016, 35.3% of truck drivers identified as a visual minority. This was up sharply from 10 years earlier when only 4.67% did so. The increase was much less pronounced in Quebec, where in 2016 only 9.1% of truck drivers were visible minorities. In Atlantic Canada, only 1.53% of truck drivers were visible minorities in 2016 – possibly underscoring an opportunity for future employment growth. With the influx of immigrants to the trucking industry comes greater diversity in languages spoken. In 2016, 20.5% of Ontario truck drivers listed Punjabi as their primary language. Immigration has been the Canadian trucking industry’s top source of new drivers. In 1996, only 10.2% of Canadian truck drivers were immigrants, but this climbed to 32.5% by 2016. This was even higher in Ontario, with immigrants making up 48.2% of the driving population as of the latest census in 2016. As with visual minorities, immigrants to Canada still make up a very small percentage of the trucking industry in Atlantic Canada. TN More coverage from Newcom Media’s deep dive into The Changing Face of Trucking can be found on pages 17-19, and in the coming issues of our entire family of trucking publications.
October 2018 • Truck News 15
ADVERTISEMENT
Four factors that may leave your cargo at greater risk of theft
By Garry Robertson
C
argo theft is on the rise across Canada, and this should come as no surprise to carriers: With the increasing value of goods being transported across the country every day, it’s a relatively low-risk crime with the potential for very high returns. In fact, cargo theft has become so lucrative that it’s attracted the attention of large criminal enterprises to fund other illegal activity.
on an advanced logistical framework that requires coordination and investment: criminals are enticed by the fact that meat can be unloaded quickly, but it also needs to be. Spoiled meat is worthless, so refrigerated trucks are needed to transport the stolen load, and networks of people must be at the ready to sell and deliver the product to customers. All of this takes time, money, and practice.
Over the past decade, cargo theft has evolved from a crime of opportunity to a much more complex endeavor. Criminal circles are becoming highly sophisticated in their organization and approach, leveraging new technology to target loads with a greater payout and developing networks that quickly move stolen goods through the black market economy. And cargo itself isn’t the only target: carriers and owner-operators are at risk of losing their very means of transportation as well, with some thieves now stealing the entire trailer to sell as scrap metal.
WHEN IT’S TRAVELLING
So what do you need to know to stay better protected? Here are four factors that may impact the safety of your cargo, based on current theft trends that we’re tracking across Canada.
WHAT YOU’RE CARRYING Mixed load cargo that contains a variety of generic goods (i.e., household items or clothing) is often a primary target for theft. Since there are no distinguishing marks to look for, such as serial numbers or other tracking characteristics, it’s often the hardest to trace. This ensures that these products are also the easiest to offload to nearby buyers such as local flea markets or inconspicuous neighborhood shops, where they can be sold immediately, reducing thieves’ risk of exposure. Consider a product like laundry detergent: the load can be split up quickly, sold almost anywhere, and will often blend seamlessly with the rest of a store’s inventory. Other types of cargo seem to be garnering more attention these days, too. Aside from mixed loads, grocery and food products are notoriously tempting for thieves, as they’re even more difficult to track and relatively easy to resell.
WHERE IT’S HEADED Cargo being targeted for theft varies significantly across the country, and even within the same province. Certain places are historically more vulnerable than others; for instance, Ontario and Quebec have been identified as the riskiest provinces, especially major cities like Montreal and the Greater Toronto Area. These regions see higher rates of theft for specific goods. In Eastern Ontario and Western Quebec, auto parts and metal are attracting more cargo thieves this year. And in the west, lumber loads have become targets.
Cargo that’s not moving is always more vulnerable – especially when it’s kept in an unsecured yard – so there are certain times of year that require extra vigilance. For instance, long weekends and holidays are prime time for cargo theft, because thieves gain a full day to transport and unload their stolen goods; the crime can be carried out on a Friday and go unnoticed until work starts back up on Tuesday. A good way to keep cargo safer is to keep it moving, ensuring it gets to its destination as quickly as possible. Any extra time spent between point A and point B is an opportunity for theft.
HOW YOU’RE TRACKING IT In many cases, theft comes down to a weak link in the system. More than ever before, identity theft is being used to steal cargo loads. Thieves visit online load broker sites and target specific loads that are scheduled to be picked up. Then they create false documents and pick up the load early using the stolen identity of an existing logistics company, effectively posing as their agent. Unless a real-time asset tracking system is in place, no wrongdoing is suspected until someone goes to retrieve the load – only to find out it has already been picked up. Although this information is enough to worry carriers of all sizes, there are ways to help mitigate your cyber-related risks – like the implementation of fleet management tools and the use of an asset tracking system like BlackBerry® Radar. With the help of an experienced risk management professional, it’s possible to develop a strategic approach that will help minimize losses related to cargo theft. At Northbridge, we’re working to protect our customers by educating industry groups, working closely with law enforcement, and raising awareness of this issue with the public so that they can make informed buying decisions. To learn more about how to set up a risk management program, call us at 1-855-620-6262 and ask to speak to a Northbridge Insurance Risk Services manager in your area.
In Southern Ontario, one possibly surprising type of food that’s rising in popularity is meat products. Moving perishable goods relies
Garry Robertson is Manager of the Claims Special Investigations Unit for Northbridge. A Certified Fraud Expert, Garry has over thirty years of experience in insurance and corporate fraud investigations.
Northbridge Insurance and Northbridge Insurance Logo are trademarks of Northbridge Financial Corporation, licensed by Northbridge General Insurance Corporation (insurer of Northbridge Insurance policies). This article is provided for information only and is not a substitute for professional advice. We make no representations or warranties regarding the accuracy or completeness of the information and will not be responsible for any loss arising out of reliance on the information.
The Changing Face of Trucking
Racism in trucking Overall, drivers are becoming more tolerant, accepting of minorities By Harry Rudolfs TORONTO, ONTARIO What is racism? In a nutshell it’s the practice of prejudice, discrimination, or hatred directed towards a person because of their skin color, ethnicity, religion, race, or national origin. It’s also a learned behavior; children are not racist by nature. Derek Balchand is an owner-operator of Guyanese descent. He recalls the first time he encountered racism. “As a child, I got beat up at school and called a ‘Paki.’ I didn’t even know what it meant. I had to ask my father to explain it to me,” he says. Balchand became fascinated with big trucks from a young age. He started driving them in his 20s at a time when racist attitudes were more strident. “That was back in the ’80s and ’90s. You couldn’t turn on the (CB) radio without hearing someone complaining, Paki this or Paki that.” Over the years, Balchand has had a couple of run-ins with shippers who gave him attitude – he suspects because of his skin color – but that was rare. “Mostly it was other drivers,” he says. “You’d walk into a waiting room and everything would go quiet. ‘There’s that Paki driver,’ they’d say to each other, but never to your face.” Back in those days, an overwhelming majority of truck drivers were Caucasian males, and they often hailed from rural or smalltown environments, where there was little ethnic diversity. The popularity of the CB radio provided an anonymous platform for bigots and closet racists to air their views. French-Canadian drivers were often abused if they spoke French on the air. Anti-black invective was not uncommon and the “N” word was often heard on Channel 19. Canada may not have had the same history with slavery as did the U.S., but there were vestiges of
it here: Dundurn Castle in Hamilton, Ont., originally had slave quarters, and some United Empire Loyalists who had owned slaves in the U.S. brought their human “property” with them when they fled north. Indeed, an anti-black societal bias was even institutionalized. Segregated schools existed in Southern Ontario until the 1960s; the last segregated school closed in Nova Scotia in 1983. But overall, trucking had fewer barriers than other trades. A hard-working individual of any ethnicity or background could usually find steady employment and earn decent wages. The profes-
sion has always drawn its human resources from the waves of immigration that flowed into this country at one time or another. The first driver shortage occurred in 1856, when William Hendrie couldn’t find teamsters for his thriving cartage business in Toronto and Hamilton. He instructed his foreman to meet the trains of incoming immigrants and offer a job to anyone who spoke with a Scottish “brogue.” Since that time, Irish, Poles, Germans, Italians, South Asians, Russians, Chinese, Somalis, West Africans, and recently Syrians, have all bolstered the ranks of the trucking sector at one time or another.
Some of these new Canadians only trucked for a short while, while others have remained and thrived in the industry. But as each new ethnic group arrived, they were relegated to the lowest rung on the ladder, and often subjected to pejorative labeling, hazing, and/or discrimination. However, the increasing number of South Asian drivers in the ’80s and ’90s became a concern for the established order. “Old stock” truckers were feeling threatened by this infusion of non-white drivers, and the new arrivals were easy to spot – some of them wore turbans and spoke Punjabi, Urdu, or Hindi. CanContinued on page 19
THE
CHANGING
FACE OF
TRUCKING
Further coverage in the latest edition of
www.todaystrucking.com
October 2018 • Truck News 17
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The Changing Face of Trucking
Racism on the decline Continued from page 17
ada is home to some 500,000 Sikhs (the largest population outside of India), and many are employed in the trucking sector. The racial slurs and scapegoating gained momentum in that era. The narrative went something like this: these brown people are taking our jobs and they’re lowering the standard by working for lower wages. Raman Singh is the CEO of the North American Punjabi Truckers Association. “When I used to drive I was clean-shaven, so I never had a straightforward confrontation with anyone, but a few times I’d heard words behind my back that were unacceptable,” he says. One time, at a plant in Indiana, someone pointed Singh out as one of the people that caused the 9/11 terrorist attacks in New York City. “I turned around and said, ‘Excuse me, do you know anything about the world? You should think before you say those kinds of things.’ These people probably couldn’t find India on a map, let alone Afghanistan or Saudi Arabia,” Singh says. Singh thinks it’s good that attitudes are changing. “But I still see the same discussions on blogs, about Indian drivers taking away white people’s jobs. But the fact is young white men are not interested in driving trucks, while the number of young South Asian drivers is growing.” Rampal Dhillon recalled applying for a job at a major Southwestern Ontario carrier almost 20 years ago. He has no noticeable accent, and when he spoke on the phone to a recruiter, he was invited to the terminal to fill out an application for owner-operator. “But when I arrived at the office wearing a turban, I was abruptly told there were no jobs,” says Dhillon. Ironically, only a few years later, this same company was recruiting South Asian and Sikh drivers. Dhillon thinks there has been a steady improvement for truckers of color. “Racist attitudes are still there, but they are minimal these days. In terms of hiring, I would say there is zero discrimination,” he says. Dhillon has 13 trucks and faces the same personnel problems as everyone else. “I have units standing because I can’t find drivers,” he says. “I have to go on the road myself when I can’t find anyone.” Dhillon’s story is not unique. I talked to the owners of several companies of South Asian descent who faced the same hurdles getting established in trucking. Discrimination in these instances might have been a boon to these newly-minted Canadians. When they couldn’t get a job with the “white bread” trucking firms, they went out and started their own companies. And the irony
grows thicker; in some cases these owners now have close business and personal relationships with the same people who initially refused them employment. According to Dhillon, “Racism is a human tendency and will never be eliminated. But discrimination has been narrowed down. We now have a Canadian Defense Minister who wears a turban. We have some Indian-owned companies that are huge now, with 400 or more trailers. South Asian drivers are one of the main streams of the industry; they’ve earned respect for their hard work.” Clearly Dhillon was discriminated against when he was refused an application. But human rights issues can be difficult to litigate and prove. Deepinder Loomba, a paralegal in Brampton, Ont., has acted on behalf of a couple of drivers. In one case an elderly Sikh driver was allegedly insulted and assaulted by a Montreal police officer. Loomba wrote some letters to the Montreal Urban Police Commission and the issue was eventually settled out of court. According to Loomba, the police officer was sanctioned and required to take awareness training. The other case involved a pet food manufacturer in Ontario not allowing drivers to use the toilets in the plant. The claimant said that white truck drivers were being allowed access to washrooms while “brown people” were being denied the same.
Loomba contacted the human resources department which clarified the company’s policy in a letter: truck drivers are not allowed to use the washrooms.
down,” and that more tolerant attitudes now prevail in trucking culture. Balchand has been a trucker for 37 years and an owner-operator for 10 of them, and he agrees. “I believe there is less racism now among truckers. The haters are now going after refugees,” says Balchand. “People are wiser now, less likely to call you names. And companies that wouldn’t hire brown people before, have all kinds of nationalities working there.” But stereotypes are common in the industry. Balchand recalls running with another driver all the way from West Virginia to the Canadian border. They talked all night on the radio and got to know each other quite well. “I arrived at a truck stop before he did, and I was waiting for him beside the pumps. He rolls down the window and says, ‘Aren’t you going to fuel up my truck?’ Then when I explained to him I was the driver that he’d been talking to all night, he was so embarrassed. ‘Oh my God,’ he said. I told him, ‘You see the way you people are?’ We had a good laugh about it.” Balchand thinks the best way to overcome racism and stereotyping is to work alongside people from different backgrounds. But when he comes across racist talk, he tries to correct it. “Sometimes you have to tell people when they’re wrong and explain why,” he says. TN
“Racism is a human tendency and will never be eliminated. But discrimination has been narrowed down.” – Rampal Dhillon Even so, Loomba thinks access to toilets is a human rights issue. “They cannot stop anyone from using the washroom. This is a natural human function and a company should be required to have facilities for truck drivers. Some of these men are waiting four or five hours to load,” he said. But on the whole, Loomba thinks that discrimination cases are “way
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Business
Future looks bright for trucking Continued from page 1
Industry forecaster FTR also reported preliminary Class 8 orders achieved a new record in August, although its preliminary numbers came in slightly lower at 52,400 units. It noted the greatest strength in August came from the U.S. market, with most OEMs increasing their orders. FTR attributed continuing strong Class 8 orders to “robust freight growth” due to a “surging economy” and “vibrant manufacturing sector.” “The good news is, it appears the supplier shortage issues that significantly slowed production earlier this year, have been largely abated for now,” said Done Ake, FTR’s vice-president
of commercial vehicles. “However, the supply chain remains tight, and fleets and dealers continue to place large orders to lock down build slots in 2019. Fleets are ordering early and often and orders this plentiful indicate fleets are highly confident the flourishing freight market will persist for a while. Current economic and manufacturing data point to a strong start to 2019. FTR does expect some easing to occur in the second half of next year.” Truck maker Navistar reported its third quarter earnings Sept. 6, and increased its guidance for the rest of the year. The company upped its guidance for 2018, calling for Classes 6-8 truck and bus retail deliveries in the U.S. and Canada to reach 390,000-410,000 units, and Class 8 retail deliveries to total 260,000-280,000 units. It now forecasts 2019 retail deliveries of Classes 6-8 trucks and buses
in the U.S. and Canada to reach 385,000-415,000 units, with Class 8 retail deliveries between 255,000285,000 units. Trailer orders set July record Demand for trailers was equally robust in July, with net orders of 29,000 units setting a new historic high for that month. That’s more than twice the level of last July, according to ACT Research’s State of the Industry: U.S. Trailer report. Dry vans and reefers posted the strongest gains, but every segment was up over the previous year. Shipper conditions moderating With fleets scrambling to acquire new trucks, shippers are seeing some moderation of their recent strug-
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gles to find capacity. The latest FTR Shippers Conditions Index came in at -9.5 in June, a nearly three-point improvement from May, suggesting the worst may be over for shippers for now. But FTR also indicated rates continue to rise, especially in the truckload sector. Total shipping costs this year are expected to be about 12% higher than in 2017, with another 6% increase projected for 2019, according to FTR. “While conditions have stabilized in the truckload and rail sectors, they remain far from where shippers would like them to be heading into the crucial peak season,” said Todd Tranausky, vice-president for rail and intermodal at FTR. Looking at conditions for truckers, FTR’s Trucking Conditions Index was flat in June, but still highly favorable. FTR projects some stabilization later in the year due to added capacity and productivity enhancements, however it also expects trucking conditions to remain “very strong” over the next year or more. “Conditions likely are approaching their most favorable for carriers in the current cycle, as additional drivers and trucks as well as ongoing supply chain adjustments to tight capacity and electronic logging devices should bring modest stabilization,” said Avery Vise, vice-president of trucking with FTR. “However, given strong manufacturing and construction activity, stimulus from government spending and tax cuts, and a very tight labor market, trucking conditions for the next year should remain stronger than at any point from 2015 through 2017.” Tonnage continues to grow There doesn’t appear to be any slowdown in demand for trucking services in the U.S. For-hire truck tonnage rose 1.9% in July, according to the latest data from the American Trucking Associations (ATA). June’s decrease in tonnage was revised up to -0.5%. The index was up 8.6% year-over-year in July, bettering June’s 7.7% year-over-year increase. Year to date, tonnage is up 8%, far outpacing the annual gain of 3.8% in 2017. “Truck freight remained very strong in July when accounting for normal seasonality,” said ATA chief economist Bob Costello. “Both the month-to-month and year-overyear gains were the largest in three months. The industry’s biggest challenge isn’t finding enough freight, but recruiting and retaining quality drivers.”
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A bright future The good times for trucking may not come to an end anytime soon, at least when taking a long-term view of the industry’s prospects. The ATA recently released its new freight forecast, which projects freight volumes in the U.S. to increase 4.2% in 2018 and 35.6% by 2029. TN
20 Truck News • October 2018
Canadian fleets discuss driver pay, NAFTA, in-cab cameras
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Bill Shannon, logistics and transportation manager for Shandex Truck out of Pickering, Ont., said he would support a mandate for the use of onboard cameras, partly because his company has already employed their use. Shannon said video evidence can be used to protect drivers from being blamed for collisions when they are not at fault, and can also be used to ensure company drivers are operating their equipment in a safe manner. Whether insurance companies would recognize fleets that use cameras to prove or disprove driver error by lowering premiums, Gould said it’s not just about having video proof of an incident. “You can install an onboard computer, but that doesn’t mean it’s going to solve your company’s problems,� he said, adding that several insurers he has spoken to have indicated that a carrier’s use of cameras could mean no increases in rates, but not necessarily a decrease. Shannon said carriers using cameras will see cost savings down the line, particularly if it gets them out of paying a large settlement where a driver was not at fault for an incident.
TRUCKING OPERATION CASH TRACKER
– Jason Gould
Attendees felt the Canadian ELD mandate would result in the retirement of some older drivers who simply do not want to make the switch at such a late time in their careers, while younger drivers will welcome the change. Ongoing negotiations between Canada and the U.S. over the North American Free Trade Agreement (NAFTA) was an issue for cross-border carriers. Some believe failure to reach an agreement would result in significant cost increases with added surcharges, and have even seen costs rise with uncertainty surrounding NAFTA negotiations, and freight coming into Canada from the U.S. decline. TN
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“You can install an onboard computer, but that doesn’t mean it’s going to solve your company’s problems.�
as they have found that the easier they make the job for the driver, the happier they are. The upcoming Canadian electronic logging device (ELD) mandate will soon result in more uniformity between Canada and the U.S., which is coming up on a year since implanting its e-log regulation. Canadian fleets have seen mostly a positive impact with the U.S. ELD mandate, according to those in the discussion. Increased rates of up to 25%, better driver pay for fewer miles, and making hours-of-service compliance that much easier to follow were reasons many said “it’s a great time to be a truck driver.�
SALES TRACKER
HOUSTON, TEXAS Several issues affecting the Canadian trucking industry were addressed Sept. 10 in Houston, including the idea of mandating onboard video for fleets. Discussed during the PeopleNet and TMW Systems in.sight User Conference and Expo, several attendees, who either owned or were employed by a Canadian carrier, said they were already using onboard cameras, both forward and in-cab facing, in an effort to protect their operations, but more importantly, their drivers in the event of an incident. Jason Gould, director of operations for PeopleNet Canada, said the Canadian Trucking Alliance (CTA) is looking at how video is used by fleets, and posed the question if those in the room would support a mandate on cameras.
Driver retention was also discussed during the State of Canadian Fleets roundtable, and the consensus in the room was that increasing pay is the best way to keep drivers. Shannon said hi s company has bumped up driver pay around 22% in the last few years, which has had a positive impact. Other incentives to keep drivers from walking out the door include good equipment, automated transmissions, and other driver comfort accessories in the cab. Technology also plays a role in driver retention, as well as hiring. Some carriers in the room said they use technology as a recruitment tool,
FINANCING
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October 2018 • Truck News 21
Business
Finding parking the leading cause of stress among pro drivers But truck parking is improving in the U.S., new study finds PHOENIX, ARIZONA Truck parking availability in the U.S. improved in 2017, but finding a parking spot is the number one cause of stress for 85% of professional drivers. Those are a couple key findings from the 2018 Truck Parking Report, compiled by Trucker Path, an app that provides up-to-date information about truck parking availability in the U.S. and Canada. The company surveyed more than 5,500 truck drivers and analyzed millions of data points to arrive at conclusions about the need for more truck parking. Seventy per cent of surveyed drivers admitted they violated hours-ofservice (HoS) rules because of a failure to find a parking spot, and 96% admitted to parking in areas not designated for trucks. Also, 48% of drivers said they have spent an hour or more looking for safe truck parking, with annual losses per driver amounting to US$6,000. However, Trucker Path data also suggested parking availability improved in almost every state
between 2016 and 2017. There are still areas – such as in the Eastern U.S. – where there is a severe lack of truck parking capacity. “We realized that we have a vast amount of truck parking data in our app as well as access to a large trucker community, so we explored the problem in depth. By surveying over 5,500 drivers and analyzing millions of data points, we have come to some useful conclusions that we wanted to share with the industry,” says Chris Oliver, chief business officer for Trucker Path. The study also looked to come up with potential solutions to the problem, the most obvious of which was to spread out the need for parking capacity throughout the day, as most drivers are looking for spots at the same time. Revising personal conveyance rules to give truckers extra time after their HoS limit to find parking could help, Trucker Path concluded. It also urges approving truck parking in weigh stations and shipper facilities. The study found drivers find shipper facilities almost as safe as truck stops. TN
Truck parking availability at night by U.S. state as reported by Trucker Path users, 11pm – 5am, weekdays only May – August 2016
May – August 2017
Share of “Lots of spots” updates from all parking updates
>20%
<5%
Truck parking availability across the U.S. as reported by Trucker Path users, May - Aug, 2016 and 2017, 11pm – 5am, weekdays only
Likelihood to find parking
>40%
<10%
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Business
Mack to continue playing offense Martin Weissburg takes the helm as Anthem demand boosts on-highway market share By James Menzies ALLENTOWN, PENNSYLVANIA As he settles into his new role as president of Mack Trucks, Martin Weissburg is well aware he has taken the reins during a surging truck market and he’s grateful for the groundwork that’s been laid by his predecessor. “Smoking” and “explosive” are a couple of the terms Weissburg used to describe the current truck market during an introductory roundtable discussion with the trucking press here Aug. 20. The key to building on Mack’s success in the wake of the launch of its new Anthem highway tractor, is to continue playing offense, added Weissburg, who stepped into the role June 1. “Mack’s newest member of the family (the Anthem), couldn’t have come at a better time,” he said. “We ramped up production in the first quarter of this year and demand for this product has greatly exceeded our expectations.” Weissburg said Mack has grown its on-highway segment market share with the launch of the Anthem. He said customers are using it as a tool to attract and retain drivers, or to reward top-performing drivers. Some fleets are parking it out front of their facilities during recruitment fairs, he said of the distinctive Anthem. “It’s a driver’s truck,” he said. “The timing is good and demand is super high.” To put the demand into perspective, Weissburg said Mack has taken twice as many orders for on-highway trucks so far this year than its total retail sales in the segment all of last year. Demand also remains strong in its other core segments, including refuse and construction, but it’s the on-highway segment that’s seeing the strongest growth. But with this strong demand comes challenges, including managing a stretched supply chain and staying on top of suppliers to ensure they can continue meeting such high demand. “We have our share of challenges with a stretched supply chain as well. The whole industry is facing that,” said Weissburg. “There’s no single major point of pain. Just right when you fix one, another point of pain pops up. I’m close with our suppliers, I empathize with their challenges.” One of the greatest challenges facing suppliers, said Weissburg, is finding enough employees in a low-unemployment environment. “A lot of them have the ability and capacity from a fixed asset standpoint, but from a labor standpoint it’s very stretched,” he said.
Mack has been heavily investing in its own facilities, and its dealers have followed suit. Weissburg said the company has invested more than $80 million into its Lehigh Valley plant over the past few years, where 2,400 employees now work. It has also been focusing on uptime, with the launch of its Greensboro, N.C.based Uptime Center and new services such as over-the-air software updates. The latter allows fleets to save significant time when updating powertrain software by doing so remotely without taking the truck out of service. It is being rolled out gradually with certain fleets to ensure a smooth deployment. “This is the backbone of what we do – transportation solutions,” said Jonathan Randall, senior vice-president of sales and marketing for Mack. “It’s all about limiting breakdowns, and when downtime or dwell time occurs, making it as little time as possible for those wheels to not be turning earning revenue.” Weissburg added one customer told him the fleet’s not making money if its windshield isn’t killing bugs. “We want to keep killing bugs,” he quipped. For Weissburg, taking the top job at Mack is a homecoming of sorts.
Martin Weissburg He has overseen Mack Financial Services and later served as the head of Volvo Construction Equipment – a US$9-billion business that saw him relocate to Europe for the past four years. Weissburg wanted to move back to the U.S. to be closer to family and the Mack job was a perfect fit. The time spent in Europe only reinforced his appreciation for the iconic Mack brand. “For me, Mack is like the cherry on top,” the 56-year-old Mary-
land native said of his career, all of which was spent in the truck, trailer and equipment industries. “It’s the dream job. To join as leader of this iconic brand and with this great team is a wonderful opportunity for me.” And while he knows he’s taking over while business is booming, he’s optimistic the bottom won’t fall out anytime soon. “Every indication is that 2019 will be another strong year, and we’re planning accordingly,” he said. TN
October 2018 • Truck News 25
Business
Coaching the coaches Even fuel-efficient owner-ops seeing benefits of in-cab coaching systems By James Menzies “If you talk the talk, you have to walk the walk.” Those words from three-truck owner-operator Jamie Hagen are one of his motivations for using the PedalCoach in-cab coaching system. No one would criticize Hagen’s fuel economy – he’s established a reputation for pushing his Mack Pinnacle to the brink of 10 mpg. However, even experienced drivers can benefit from telematics that provide real-time driving advice, and Hagen isn’t too proud to admit it. “It keeps your head in the game,” he says of the in-cab telematics-based coaching system. “It sits on your dash and gives you a gauge of how you’re doing at the moment. Every time you stop, it gives you a breakdown of what happened, a score of how you did on your driving, and it also gives you your mpg, how many gallons you used. It keeps my head in the game so I’m always concentrating on miles per gallon instead of getting distracted with my life. It reminds you to always be vigilant.” Today’s telematics systems that provide realtime coaching go well beyond reporting just miles per gallon. The PedalCoach provides daily reports in a visual format that capture everything from weather, elevation, payload, and even wind direction. This provides a far greater picture of a driver’s performance than relying solely on mpg and gallons burned. “It really helps your mind wrap around how the day went,” Hagen said of the visual format.
26 Truck News • October 2018
away from the scrutiny himself. He often posts screen grabs of his better runs on social media and likens it to an NFL player reviewing film in order to improve. “New guys are a little nervous about me being able to watch them, but I reassure them it’s just for them to learn and for me to learn as well,” Hagen said. Joel Morrow runs 50-truck fleet Ploger Transport with his brother out of Bellevue, Ohio, and still spends much of his time behind the wheel. He also regularly shares screen captures of his runs on social media and finds it has helped him improve his own driving.
“It keeps your head in the game.” – Jamie Hagen
A text received at the end of the day shows Joel Morrow exactly how he performed. “You can drill down into different segments of your trip and see what went wrong.” Hagen initially adopted the PedalCoach to help train his two additional drivers, but he realized to get them to buy in, he couldn’t shy
“It’s nice to be able to review what you’ve done for the day. It keeps me motivated because I’m the type of guy that always wants to do better the next day,” Morrow said. He’s planning to roll it out across the entire fleet, after having demonstrated the benefits himself. “We wanted to have a really good handle on it before we did that,” he said. The biggest thing he has learned through using the PedalCoach is the impact rain has on fuel economy.
“It’s surprising how much that affects things,” he said. “I always knew it did, but not to that extent.” Like Hagen, Morrow appreciates the way the data is presented graphically. “It’s very, very easy to absorb,” he said. “That’s almost a downfall to the system in a way, because it’s so intuitive that a lot of people mistake it for a toy. I’ve heard drivers say, ‘How can something that’s so easy, work so well?’ But it does, if you’re willing to give it a fair shake and everybody I know who has used this thing has significantly improved their fuel economy.” One success story in particular stands out. A new hire, a younger driver, was averaging about 7.5 mpg. Morrow installed the PedalCoach and since doing so, the same driver has achieved 10.2 mpg over his last 30,000 miles. That driver is Travis Lauer. “Using PedalCoach has been an eye-opener for me,” he admitted. “Prior to PedalCoach, I mashed the pedal a lot, I’d leave my cruise locked in top speeds, and I’d be less focused on the road ahead.” He now aspires to beat his boss’s fuel economy. But that won’t be easy. Morrow set a new record of 16.75 mpg over a 500-mile run last Nov. 17. Chris Wright is a Madisonville, Tenn.-based owner-operator who uses a different in-cab coaching system, True Fuel from Vnomics. He
Graphs show a driver, fleet manager, or owner-operator how their run went.
Owner-operator Chris Wright uses Vnomics True Fuel to monitor his performance.
Travis Lauer’s fuel economy improved drastically after installing the PedalCoach.
says he has cut his fuel costs by US$900 a year using the system. “I was unaware of how much fuel I was wasting,” he admitted. “With True Fuel I was able to make changes to my driving behaviors and the programming of my automated manual transmission and I immediately started saving 23 gallons of fuel in the first month.” The heavy-hauler used to chug down a gallon of diesel for every 5.9 miles driving his 2016 Peterbilt 567 with 500-hp Cummins ISX15 engine and an Eaton UltraShift automated manual transmission. True Fuel identified his tendency to drive faster than necessary and it noticed a powertrain performance issue that Wright addressed through a change to the transmission settings. He has improved his fuel economy to 6.38 mpg, and has his eye on 7 mpg. “It makes fuel waste readily and immediately obvious when there are issues with my truck or my driving behaviors,” Wright said. “And it encourages me to make simple changes that make a world of difference.”TN
October 2018 • Truck News 27
Business
The evolution of driver scorecards Carriers are becoming more creative in how they measure driver performance By James Menzies Driver scorecards became prominent in the late 2000s as a means to measure a couple of key metrics: fuel economy and safety. However, many carriers – and vendors – have greatly expanded the way telematics can be used to provide a much more comprehensive look at a driver’s performance. “Scorecards are progressing from a statement of a driver’s performance and a basis for bonus pay, to an ongoing discussion with drivers,” said Jane Jazrawy, CEO of CarriersEdge, which administers the Truckload Carriers Association’s Best Fleets to Drive For competition.
As part of the fleet evaluation process, Jazrawy is privy to how fleets are using driver scorecards, and she’s seeing much more creativity than in past years. “We didn’t see many companies using driver scorecards before CSA launched in 2010,” she said. “After that, commercial scorecards started appearing on the market and companies realized they could take advantage of the data to more objectively measure driver performance using CSA BASICs as a starting point. And they have evolved significantly since then. Companies now routinely use both commercial and internally-developed driver scorecards to measure mileage, fuel com-
pliance, on-time performance, customer service and productivity, as well as safety metrics.” Bill Wright, president of PeopleNet Canada, agreed that fleets are using scorecards to look beyond pure fuel economy. “What we’re seeing in the industry today, is many of those trucking companies are tracking more stuff with respect to driver scorecards,” he said. “At one point, it used to be just fuel. Now they’re tracking more safety-related things as well as predictive analytics. They’re trying to track what’s going to happen in the future. Now they’re saying if they can identify drivers that are a risk, or factors that are a risk, they want
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to capture that and work to improve safety more proactively.” One trend Jazrawy has noticed, is a shift from incident-oriented scorecards to those that are more behavior-based. And fleets have begun analyzing traits that go well beyond fuel economy and hard braking. Ohio-based Motor Carrier Service, for example, developed its own scorecard that includes an “Agro” factor – or anything that aggravates other drivers, such as leaving dirty trailers for others to clean. Nussbaum Transportation developed a “Habit Rating,” which scores how a driver moves the truck, rewarding smooth, easy, efficient driving, Jazrawy noted. Winnipeg, Man.-based Bison Transport, for its part, has separate safety and operational performance metrics, which include effective communication. “They use a driver utilization scorecard that allows the company to benchmark drivers against others doing similar work,” Jazrawy explained. In some cases, fleets are using scorecards to measure the performance of managers – not just drivers. “FTC Transportation has used management scorecards for a long time, and we are seeing an increase in scorecards for other roles,” said Jazrawy. Carriers are also increasingly providing real-time visibility into driver scorecards, so they can modify their behavior on the fly. “Many fleets have mobile apps that allow drivers to access their performance data without having to contact their fleet managers,” she said. Jean-Sabastien Bouchard , vice-president of sales for Isaac Instruments, agreed that the effective
use of driver scorecards means looking much deeper than simple mpg. “There are so many variables we can’t control, is it fair to judge someone on miles per gallon?” he questioned. “This is the heart of the problem – you can’t really analyze a truck’s fuel efficiency performance unless you get rid of the other variables.” Isaac Instruments got its start in in-cab coaching in 2008 when approached by Groupe Robert to help the company identify best driving practices. “They approached us saying, ‘We have a problem. We put a truck on the road today and it gets 6 mpg and I know my best driver gets 7 mpg and I don’t know what to tell the 6 mpg guy what they’re doing wrong,’” Bouchard recalled. Isaac Instruments drilled down into three key areas to measure driver performance: acceleration; speed maintenance; and deceleration. The system provides feedback to the driver in real-time on when they are using too much pedal, or are in the wrong gear. It also helps them understand how to better use the truck’s momentum to maximize coasting and improve fuel economy, ultimately creating a better driver. Drivers are assigned an “Isaac Score” that takes into account all the different variables measured by the system.
important to incentivize drivers. We have a huge driver shortage today, it’s probably not going to go away. Every decision we make around this should ask, what can it do for my driver? At the end of the day, they’re the ones you want to have a smile on their face. The bottom line is, if a driver feels there is something in it for them, they will accept it.” PeopleNet’s Wright has also noticed a greater acceptance among drivers, especially when it comes to video-based telematics. “In many cases, drivers are installing their own,” he said of dash cams. “They’re going to Best Buy and purchasing their own in-cab video systems because it’s all about exoneration, and many of the events that happen in trucking are not the fault of the truck driver.” TN
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“Scorecards are progressing from a statement of a driver’s performance and a basis for bonus pay, to an ongoing discussion with drivers.” –Jane Jazrawy, CarriersEdge The Isaac Score, according to Bouchard, is a fair way to compare drivers as it takes variables outside the driver’s control out of the equation. “If a guy has a 95% Isaac Score, I can guarantee you he has the best miles per gallon he can have with the truck you gave him,” Bouchard noted. If two drivers with the same Isaac Score have a significant variance in fuel economy, Bouchard said it’s time to look at the trucks themselves to see if there is a fault. Bouchard said to get drivers to accept this level of scrutiny and constant oversight, a proper incentive program is crucial. “You have a good reason to do better today, if you’re going to make more money,” he reasoned. “It’s very
October 2018 • Truck News 29
Business
Nikola to debut truck next April
Diesel to retain dominance
PHOENIX, ARIZONA Nikola Motor Company announced it will launch its new truck at Nikola World on April 16-18, 2019. On April 16, Nikola will unveil the pre-production hydrogen electric semi-truck, 2.3-megawatt hydrogen station and the Nikola NZT 4x4. April 17 will be dedicated to demonstration drives and hydrogen filling. On April 18, the public is invited to see the latest trucks and NZT in action. “Not only will our team be unveiling the most advanced production semi-truck the world has ever seen, but we will also be revealing the Nikola NZT all-electric 4x4 vehicle and a massive 2.3-megawatt hydrogen station. This is why we named it Nikola World – we want to create a better place to live where emissions are eliminated,” said Trevor Milton, CEO, Nikola Motor Company. Nikola World registration will open on Dec. 3, 2018 at www.nikolamotor.com. All the activities will be free.
COLUMBUS, INDIANA Diesel won’t lose its place as the dominant fuel for commercial vehicles, even as alternative fuels and powertrain options become more viable. That was the message from Allen Schaeffer, executive director of the Diesel Technology Forum, when speaking at the ACT Research North American Commercial Vehicle and Transportation Industries seminar. He said diesel will retain its dominant role due to continuous improvements in emissions reductions and efficiencies. “Diesel is the gold standard, the technology of choice for more than 97% of all heavy-duty commercial trucks today, thanks to several unique features: power, performance, durability, efficiency – the combination of which has proven unbeatable,” said Schaeffer. “Over the last 15 years, truck and engine makers have worked to virtually eliminate emissions from diesel engines. The transition to ultralow sulfur diesel fuel coupled with advancements in engine combustion, turbocharging and high-pres-
Milton added: “The largest fleets and customers in the world will attend this event and they will see what no other OEM could deliver – a production-ready, zero-emission semi-truck, with over 1,000-mile range, 20% less operating costs per mile, more horsepower, torque and safety features than any other diesel ever built, and a start-up did it. Remember that” By 2028, Nikola is planning on having more than 700 hydrogen stations across the U.S. and Canada. Each station will be capable of up to 8,000 kgs of daily hydrogen production. TN
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sure fuel injection, and the addition of advanced emissions controls like selective catalytic reduction (SCR) and particulate filters, has enabled today’s heavy-duty diesel truck engines to achieve near-zero levels of emissions.” He noted more than one third of all the largest heavy-duty trucks in operation are using the newest generation of near-zero emissions clean diesel technology. “This translates into substantial societal benefits: tonnes of nitrogen oxide and carbon dioxide removed from the air; 98% fewer emissions of particulate matter; and thousands of dollars in fuel cost savings for truckers, adding up to millions of barrels of crude oil saved,” Schaeffer said. As new alternative fuels and powertrain options emerge, Schaeffer said diesel will still have a role to play. “Some of the greatest promise will be in finding the best of both worlds of both established and new powertrain and fuel options to optimize freight efficiency for the trucking customer, whether that be over-the-road trucking to last-mile pick-up and delivery,” he said. “Joint industry and U.S. Department of Energy SuperTruck programs have contributed substantially to commercializing technologies today that continue to push engine and truck efficiency to the point of now doubling the mpg of previous generations of commercial trucks. This all adds up to lower fuel costs for truckers, and lower carbon dioxide and other emissions into the environment.” TN
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A visitor from down under By James Menzies TORONTO, ONTARIO An Australian road safety advocate made a surprise visit to Truck News in early August, to share insights from his global truck safety tour. Rod Hannifey won a Churchill fellowship in Australia, which helps fund an international trip for someone who is passionate about what they do, in hopes that person can bring back ideas for implementation that will enhance the lives of Australians. Hannifey chose to visit the United Kingdom, the U.S., and Canada on his eight-week tour. He was six weeks into it when he visited us, and had just driven across the U.S. from Seattle, Wash., where he visited Kenworth and the Paccar Technical Center in Mount Vernon. Hannifey is a full-time truck driver in Australia, where he pulls “B-doubles” averaging about 200,000 kilometers a year. After a couple close calls with four-wheelers, Hannifey decided to take action and do his part to improve highway safety in Australia. He developed the Truckies Top 10 Tips for sharing the road with big trucks, and had them displayed on the curtains of his trailers. He has written safety articles in trucking publications and lobbied government for changes, especially as it relates to adding truck parking. One of his biggest successes was labeling pull-off areas where drivers can get out of the truck, take a walk, have a quick nap and head back out on the highway refreshed. He said truckers not familiar with their route don’t know where these safe pull-off areas are and at night will usually drive past them before they spot them. classifieds lassifieds CLASSIFIEDS classifieds classicl cl classi fieds eds classifieds classsifi s eds classifiedss CLASSIFIEDS CLAS FIEDS CLASSI CLA DS clasclas cla sifieds ifi fieds fi eds ds cl cclassifieds lass as ifiedss classifieds class fied classi cla eeds CLASSIFIEDS CLAS CLAS LASSIF SIFIED SIF IEDS IED EDS clasclas clas as sifieds ifi fieds fi eds CLASSIFIEDS CLAS CL ASSIF AS SSIF SIFIED IED IEDS EDS clas cclassifieds lassifi las assifieds CLASSIFIEDS CLASS CL ASSIFI ASS IFIE IFI IF F ED EEDS D classifieds lassi la assi ss fied fiedss classifieds clas clas assifi sifi fieds d classifieds class lass ssiiifie ss fi ds classifieds
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Hannifey affixed reflective tape on the guideposts to let truckers know they are approaching a pull-off. “If you don’t know the road, by the time you see it you’ve passed it,” he said. “I’ve had drivers say I’ve saved their life. They can see those reflectors, they can slow down, warn the bloke behind them if need be, have a walk around the truck and 15 minutes over the wheel if they need it. It has taken me 19 years to get one highway done. I’m trying to get it national.” In Australia, like here, there is a lack of truck parking. But the problem is worse there, as vacationing “caravaners” fill truck parking lots when the weather in the south gets cool. Hannifey is also pushing to have young peopled educated on sharing the road with big trucks, before they get their driver’s licence. He produced an eight-minute video that would be required viewing – but the government then said it doesn’t have TVs in the classrooms to show it on. He is trying to secure funding to produce a new video. “If we educate the children so they think, ‘Big truck – can’t pull out in front of that, I’ll wait,’ if we can save one life from that, everything else is a bonus,” Hannifey reasons.
Hannifey has been talking to drivers on his journey, and has discovered many of the issues facing the industry here are the same as in Australia. A driver shortage – whether it’s a shortage of drivers, or of pay is also hotly contested down under – is a major talking point. As are electronic logs, which Australia is also moving towards adopting. Currently the government there has a camera system that records the licence plate at various checkpoints and determines if the driver has been speeding or exceeding his drive time based on how far the truck has traveled. “They look at the time between the two and say, ‘You’ve either not had a break or you exceeded the speed limit. Which is it?’” he explained. Truck parking is a hot topic everywhere, it seems, even in the U.K. where it’s common to pay up to 50 pounds to park for one night. Hannifey was surprised by the lack of rest areas along the 401 from Windsor, Ont., to Toronto. North American trucks are fitted with more aerodynamic fairings for fuel economy, but Hannifey was surprised by the amount of overnight idling he has seen at truck stops. He was also surprised he’d seen only one scale open on his six-day drive across North America.
Rod Hannifey As far as ideas to bring back to Australia, Hannifey was inspired by one observation here in Ontario. He noticed a truck inspection pad at the back of a truck parking lot and thought it was an efficient use of space and money. “There was a large parking bay, I walked out back and there was a police car there and they had an inspection bay at the back of the parking bay. In Australia they build these great big inspection bays on the freeway for $2 million, it gets used once every three weeks and we can’t use it,” he said. After leaving Ontario, Hannifey was planning to head back south, eventually ending his journey at the Great American Trucking Show in Dallas, Texas, in late August. You can read about his safety initiatives and travels at ww.ultimatesemitrucks. com/truckright.html. TN
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A matter of logic Excellence Peterbilt technician Pierre-Luc Giguere likes to draw his own mental decision tree By Eric Berard STE. JULIE, QUEBEC Some things in life don’t come with an instruction book, and that’s a challenge that appeals to Pierre-Luc Giguere, a technician with Excellence Peterbilt in Ste. Julie, Que. Though he acknowledges their convenience and often uses computers in the course of his job and personal life, he’s not crazy about what he refers to as “being taken by the hand” by software that tells him what tests to run on a faulty engine and in which sequence. That might explain why he prefers the ‘mechanic’ term over that of ‘technician.’ “Of course, technician sounds cleaner but, even though our job is much more specialized nowadays than it used to, we remain mechanics first and foremost,” Giguere says. “You need to have a mechanical sense to understand the logic behind it,” he adds to illustrate why he prefers to draw his own mental decision tree. “You can’t diagnose an A/C system by plugging a computer on it.” Giguere explains that it’s one of the reasons why his employers often ask him to lead special projects, where answers seldom can be found from conventional information sources. “When you have to check a potentially defective wire harness, you need to undo it completely, you don’t have a choice,” he says. And that’s where his logical spirit comes handy. He recalls the time a customer pulled in with a truck that had a water infiltration issue that had left several other shops – and the truck owner – baffled, as water kept coming in by the door frame near the back of the air filter. “In such a situation, you need to push the investigation further, dismantle body panels, and then reassemble them in the right order with a snug fit. That’s the part of the job I find the most exciting. Stripping a cab so that there’s only a shell left; I’ve done that a couple of times,” Giguere explains. A particular shell he’s working on these days is of a 1985 Peterbilt 359 that his dealership bought and wants entirely restored. A colleague is taking care of the engine but pretty much all the rest of the project is Giguere’s. If everything goes according to plan, the vintage truck should be shining in all its revived glory next summer, once it gets its new interior and wiring. “I figure we’ll need another couple of months before we can take it out,” he says, noting that the restoration job is taken care of in his spare time. “I don’t think I inherited my passion from my parents,” Giguere says
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ENGAGING. INFORMATIVE. INTENSE. when asked about how he found himself in the trucking industry. “My dad was an industrial designer and my mom was a nurse,” he says, to illustrate how his family history had little to do with truck diagnostics and repairs. Yet, one might see similarities between the logic and ergonomic senses that guide an industrial designer, or the healing care of a nurse and the troubleshooting and repair work on a truck. Giguere himself now has a family of his own with life partner Nancy Plante, little Megane (nine years old) and Loic (seven) who enjoy spending quality time together. When asked if he feels like he’s transmitting his own love of trucks and mechanical challenges to his children, Giguere says he doubts it. Yet, he proudly states that both his daughter and son can identify trucks they see on the road by brand. While discussing the major changes that occurred over the years, Giguere mentions the connection that techs like him used to have with drivers. “We virtually don’t meet the drivers anymore. The trucks are all taken in and out by jockeys,” he says, adding that it sometimes takes the personalized, human touch out of the customer experience. Time is something else that seems to have vanished from the transportation industry, according to Giguere: “The trucks are not even in yet and people expect them to be out,” he says. But that certainly won’t quell his enthusiasm towards big rigs. “By their very nature, I find trucks to be beautiful,” he says, adding that he’s always curious to see new specialty vehicles such as articulated boom trucks or dumps when they’re introduced on the market. His fascination for machines goes back to when he was a kid, looking at the city snow plows from the end of his parents’ driveway or running after the garbage truck with the other boys from the neighborhood, just to see it work. “I think I see garbage trucks differently nowadays, especially when I have to work on one or in one that’s full,” he chuckles. Logical. TN
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October 2018 • Truck News 33
Equipment
Amazon makes big commitment during grand opening of U.S. Sprinter plant By Derek Clouthier CHARLESTON, SOUTH CAROLINA The Sept. 5 grand opening of the new Sprinter plant in North Charleston was met with some added good news for Mercedes-Benz Vans, with Amazon announcing it will take delivery of 20,000 units over the course of the coming year. Pricing for the 2019 Sprinter vans was also released, with starting costs ranging from US$33,790 for a four cylinder, 2.0-liter gasoline option to the 4x4 crew van, six cylinder, 3.0-liter turbo diesel Sprinter at US$56,790. Mercedes-Benz Vans invited media from Canada, the U.S., and overseas to Charleston, S.C., for a tour of the newly opened manufacturing plant, as well as a test drive of the new Sprinter. The 2019 VS30 Sprinter will for the first time be built in the U.S. for the American market, which, as Volker Mornhinweg, head of Mercedes-Benz Vans pointed out, is the van’s second largest market in the world. Of the approximate 400,000 units the company sold worldwide last year, around 44,000 were destined for the U.S. and Canada. Mornhinweg said North American demand for the Sprinter was a big factor into why the company chose to call South Carolina home for the new plant. “Building a full-scale production plant in this market makes perfect sense,” said Mornhinweg during the grand opening ceremony. “With the new, state-of-the-art production site in South Carolina, we will be able to supply our customers in North America even faster and with more flexibility in the future. The new plant in North Charleston combines our global expertise and experience resulting in a state-ofthe-art facility in every respect. It is a valuable asset that completes our
Amazon announced it will need 20,000 new Sprinter vans over the next 12 months during a grand opening ceremony of the new Sprinter plant in North Charleston, S.C. Sept. 5.
Inside the Sprinter manufacturing plant. global production network. Our priority at Mercedes-Benz Vans during the planning process for this facility was maximum flexibility. This enables us to react in an agile and anticipatory manner to current developments and customer desires. Additionally, it guarantees excellent quality within our proven, standardized production system.” The company invested approximately US$500 million into building the plant. Currently, more than 900 people are employed at the location, with the number expected to rise to 1,300 by 2020. Amazon’s need for 20,000 Sprinter vans comes on the heels of the com-
pany’s announcement of its new Delivery Service Partner program, where anyone can apply to become an Amazon-branded delivery driver and can lease up to 40 vans to deliver packages from warehouses to homes. “We’re proud to partner with Mercedes-Benz Vans to contribute to local economies through the order of Amazon-branded Sprinter vans produced at their new plant in North Charleston,” said Dave Clark, Amazon’s senior vice-president of worldwide operations. “Thanks to the tremendous response to Amazon’s new Delivery Service Partner program, we are excited to increase our orig-
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inal order of branded Sprinter vans to 20,000 vehicles so new small businesses will have access to a customized fleet to power deliveries of Amazon packages.” Clark said the program, which was announced last June, is expanding to more U.S. cities, but at this time has not been rolled out in Canada. The 222-acre Sprinter plant site includes a multitude of facilities, including a body shop, paint shop, final assembly, autonomous transport systems, paperless documentation with RFID technology, and onsite training. New features In addition to the gasoline option for 1500 and 2500 cargo, crew, and passenger vans, the 2019 Sprinter offers several new features, including an increased GVWR on the 2500 and 4500 models, a seven-gear transmission standard on six-cylinder diesel models, increased cargo space and usability with loadable wheel arches, interior roof rack, and shelf above roof rim, and the Mercedes-Benz User Experience with optional seven- or 10.25-inch touchscreen multimedia display. Another optional piece of technology is Mercedes Pro Connect with three bundles available – optimized assistance, efficient fleet management, and data interfaces for vans. Test drive Two years ago, I was in Charleston for the groundbreaking ceremony of the new Sprinter plant. Late last year, I was invited to Germany to learn about what Mercedes-Benz had in store for the 2019 Sprinter. And now, I’ve revisited South Carolina to finally test drive a vehicle the company has been touting for some time. As you would imagine, driving a Mercedes-Benz vehicle is a joy for
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someone more used to less costly makes. It is a smooth ride, and a comfortable one at that. The navigation system – from what I have heard from those who test drove the vehicle in Amsterdam a few months back – has been improved. My drive was just shy of an hour-and-a-half, and the navigation system was responsive and gave fair warning when I needed to make a turn. The turning radius on the van is impressive, which makes it easier to maneuver around corners and fit into parking spaces. If I could change something on the 2019 Sprinter, it would be the distance the dashboard gauges are from the driver. I am just over six feet tall and still had to stretch out to reach the onboard display to use the map and adjust the air temperature. The interior also seemed to lack an obvious place to rest your phone while driving. Several vehicles these days have a rubber, no-slip spot on the dash where cellphones can be charged or used as a navigation device. On the driving side of things, though the ride was smooth, on two occasions the active lane keeping assist kicked in – and I really don’t think it needed to, as I was well within my lane at all times, but I digress – which felt strange on the
steering wheel. The best way to describe it is that it vibrates when activated and made me feel like I had lost traction with the road, which was not to my liking. Almost like driving on icy roads and starting to slip…not fun. I’m sure this is something you would get used to, however.
Following the test drive, we were given a safety demo that highlighted three key features – rear cross-traffic assist and distronic cruise control, both optional features, and brake assist, a standard on all new Sprinters. Rear cross-traffic assist comes in handy when backing out of a park-
Test driving the 2019 Sprinter van in Charleston. Other than that, the new Sprinter really focuses on driver comfort, as well as versatility for various applications. The particular model I was driving was the six-cylinder diesel offering, set up as a passenger van. With a top speed of 90 mph, it had 190 hp, 324 lb-ft of torque, a max GVWR between 9,050-9,480 lbs, and a towing capacity of 5,000 lbs.
ing space with limited visibility. The vehicle recognizes objects in its path and will come to a halt when another vehicle passes by when it’s backing out of a parking space. Distronic cruise control maintains a safe traveling distance from other vehicles while in cruise control – approximately four vehicle lengths during our demo, but depends on speed. This helps take
some of the stress away from driving, as the driver will always know the Sprinter will maintain a safe distance from the vehicle in front. The standard brake assist feature is useful when driving in urban or heavy traffic areas, particularly when a driver is looking for an address or business and may not be paying full attention to the road. The feature will recognize a vehicle in front and brake or stop to avoid a collision. From a technology standpoint, the Sprinter is fully equipped. In addition to the features mentioned above, the vehicle boasts assistance with blind spots, parking, traffic signs, crosswind, driver attention, and offers internet in the car. I’m well aware how all of these functions are intended to increase safety, but for me, it does take some getting used to. As I mentioned, the lane keeping assist function felt strange, as did the crosswind assist. Driving over several bridges in the Charleston area, when a crosswind blew, I could feel the Sprinter make a correction. Experienced drivers are used to making these kinds of adjustments on their own, and it is still strange to feel the vehicle do it for you. But t h is is t he way of t he future. TN
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Equipment
Bendix’s electronic parking brakes look to eliminate rollaways BlindSpotter updated with stronger radar By James Menzies ELYRIA, OHIO The age-old red and yellow push/pull knobs used to activate and deactivate truck and trailer parking brakes may soon be a thing of the past, replaced with modern buttons that also improve safety. Bendix described its new Intellipark electronic parking brake during a conference call with truck journalists Sept. 5. It is undergoing fleet trials with an expected launch next year. The goal is to prevent rollaway crashes, by automatically setting the parking brakes when a driver forgets to – a bigger problem than one may think. Bendix had Frost & Sullivan conduct a survey, which found 60% of fleets admitted to having at least one rollaway over the past two years. “Rollaways can cause property damage, vehicle damage, or even loss of a life,” said Rebecca Carter, product manager, specialty valves with Bendix. Intellipark will know when the driver is no longer in control of the vehicle, by monitoring door status, speed, seatbelt usage and whether or not the driver’s foot is on the pedal. If the truck isn’t properly parked, it will activate the parking brake. “We want to solve those rollaway events that are happening too often,” Carter said. The electronic parking brake will also allow other functionality, including auto-park release, which can automatically release the trailer brake when the truck is moving to reduce tire flatspotting and wheel-end damage, and park-at-speed, which will help keep the truck under control when the parking brakes are applied while driving. The electronic switches are also easier to activate and deactivate than the traditional knobs, Bendix officials said, noting they can be applied with the push of a single finger.
The switches will still display the familiar red and yellow symbols, but will also have an LED light to display the status of the parking brakes. If a driver mistakenly exits the truck without activating the parking brake, Intellipark will automatically apply them. Fleets will also be able to identify drivers who forget to engage or disengage the parking brakes through Bendix’s SafetyDirect portal. “This enables fleet managers to use the information to help with driver training as part of an overall safety program,” said Fred Andersky, director of customer solutions – controls. The electronic parking brake will also be crucial to allowing the operation of autonomous trucks in the future, Andersky noted. Bendix also announced new BlindSpotter features, providing side object detection. An upgraded radar
owner operators and Company drivers
Electronic parking brakes, such as Bendix’s Intellipark, could soon replace traditional push/pull knobs. can alert drivers of vehicles in adjacent lanes on the passenger side of the tractor-trailer. The radar features a wider field of view than the previous version, seeing up to 2.5 times farther in each direction. It can now see objects up to 20 feet in front of, and 20 feet behind the BlindSpotter
radar, with coverage extending up to 10 feet to the right of the vehicle. It also features a slow-speed warning mode at speeds of less than 20 mph, to help during city driving or in parking lots. The new BlindSpotter can be integrated with Bendix Wingman Fusion. TN
ĂƌŶ ΨϬ͘ϴϱͬŵŝůĞ ǁŚĞƚŚĞƌ LJŽƵ ĂƌĞ ƚƌĂŝŶŝŶŐ Žƌ ŶŽƚ ĂŶĚ ƉƵƚ LJŽƵƌ ƐŬŝůůƐ͕ ĞdžƉĞƌƟƐĞ ĂŶĚ ŬŶŽǁůĞĚŐĞ ƚŽǁĂƌĚƐ ƚƌĂŝŶŝŶŐ ŶĞǁ ƚƌƵĐŬ ĚƌŝǀĞƌƐ͘ KīĞƌ ǀĂůŝĚ ƚŽ KŶƚĂƌŝŽ ďĂƐĞĚ ĂƉƉůŝĐĂŶƚƐ ŽŶůLJ͘
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Equipment
Bendix upgrades Wingman Fusion Manac buys Alutrec More powerful stopping, new features to be added next year ELYRIA, OHIO Bendix has announced software updates to its Wingman Fusion collision mitigation system, which will enhance its stopping power and help drivers navigate stop-and-go traffic. The updates also add highway departure braking and active cruise with braking auto-resume functionality. Current customers will be able to access the new functions through a software update; no hardware swap-outs are required. The updates will be available through truck OEMs next year. Active cruise with braking stop and driver go will work at lower speeds than before, such as in traffic jams or in parking lots, bringing the vehicle to a stop when necessary. The driver can re-engage the functionality by touching the accelerator, causing the truck to automatically move along with the speed of traffic. The driver no longer has to push the resume switch. Active cruise with auto-resume re-engages cruise control after Fusion brakes the vehicle above a certain speed threshold. The driver will no longer have to resume cruise if the system brakes and certain parameters are met. Wingman Fusion will also offer highway departure braking, which will apply the brakes and slow the vehicle if it has left the roadway – even applying the parking brakes if Intellipark is available. A multi-lane automatic braking feature will continue to apply the brakes if necessary, when a truck driver changes lanes during an emergency braking situation. Additionally, Wingman Fusion will be able to apply 100% of the truck’s braking power, up from twothirds that was previously possible. This will allow the system to slow the vehicle by as much as 50 mph. Andy Pilkington, manager of advanced driver assistance systems for Bendix, said trailer brak-
LEASE
A highway departure warning system and braking will be offered as part of the next generation Bendix Wingman Fusion system.
ST-GEORGES, QUEBEC Manac has announced it closed a deal to acquire aluminum flatdeck trailer manufacturer Alutrec. Alutrec is based in Laurier-Station, Que. “We are proud to announce this transaction. Alutrec has a great range of products in the aluminum platform segment which are complementary to those of Manac,” announced Charles Dutil, president and CEO of Manac. “The combination of Alutrec’s technical expertise in the aluminum flatbed market and Manac’s dominant position in the trailer industry will be a benefit to all of our business partners. Alutrec and Manac will work together to further develop the significant potential that Alutrec’s assets represent, whether it pertains to the strategic location of the Laurier-Station 200,000 sq.-ft. site, the experienced workforce which makes up the Alutrec team, or the innovative intellectual property that it owns.” Alutrec will continue to operate independently out of its Laurier Station location, while Manac will support it through component purchasing, manufacturing processes and marketing strategies. TN
ing is not yet offered because there is currently no way to determine whether or not the trailer has fully functioning ABS. “If we apply 100% of braking to a trailer without ABS, we risk trailer instability,” Pilkington noted, adding some systems in the market do activate trailer brakes despite the risk. “We are working on a solution to this issue in the future, and when it’s available, it will be added to the system to add additional brake force benefits.” Fred Andersky, director of customer solutions – controls, said customers should expect further changes to braking systems, including adoption of the European electronic braking system – or EBS. This, Andersky said, “will get more smarts closer to the wheel-end so we can reduce reaction time from the system and also improve the capabilities we can deliver.” Stronger brakes will also be arriving, including increased adoption of air disc brakes, due to the demands of advanced driver assistance systems. “These systems don’t have time to deal with brake fade,” he said, adding platooning trucks will require tractors with air disc brakes. The air moving through the brake system will also need to be kept cleaner, Andersky explained, citing the need for smarter air dryers. TN
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> i }iÀ «ÕÌà `À ÛiÀà q > ` Ì i À LiÃÌ vÀ i `à q w ÀÃÌ° 7i Õ `iÀÃÌ> ` drivers have a life outside of work, and through our different divisions, vviÀ À iÃ Ì >Ì w Ì ` vviÀi Ì viÃÌÞ ið 7 i Þ Õ½Ài >Û } > LÀi> >Ì i v ÕÀ ÌiÀ > Ã] i Þ > Û>À iÌÞ v > i Ì ià ÃÕV >à driver lounges. You can take your dog with you on the road, and tune into your favourite SiriusXM Satellite radio channel. We V>Ài >L ÕÌ Þ ÕÀ i> Ì > ` Üi Li }] > ` vviÀ Li iw Ìà «>V >}ià > ` ÕÀ i « Þii >Ãà ÃÌ> Vi « > ° v > ÕÀ}i Ì «iÀà > ÃÃÕi V ià ի À Þ Õ Ài> Þ ii` Ì Li à iÜ iÀi] Üi ` ÕÀ LiÃÌ Ì > i Ì >««i ° ƂÌ > i }iÀ] ̽à ÕÀ «i « i Ü }iÌ Ì i L ` i > ` Üi ÌÀi>Ì Ì i À } Ì°
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Equipment
Adopting fuel-saving technologies helping fleets save millions: NACFE NEW YORK, N.Y. The rate of adoption of fuel-saving technologies is up, according to the North American Council for Freight Efficiency’s (NACFE) 2018 Annual Fuel Fleet Study. As detailed in the full report, among the 20 fleets that participated in the study, which operate more than 71,000 tractors and upwards of 236,000 trailers, adoption of 85 fuel-savings technologies on both tractors and trailers has increased from 17% in 2003 to 44% in 2017. The report goes on to say that these actions are improving overall efficiency. In total, the 20 fleets saved more than US$600 million in 2017 compared to the average trucks in North America. They reached an average fuel economy of 7.28 mpg, compared to the overall average of 5.91 mpg, representing a 2% increase over 2016 numbers. According to Mike Roeth, executive director for NACFE, this was the first year the fleets in the study operated 2017-compliant Greenhouse Gas Phase 1 engines and tractors. As far as new fuel-saving technology goes, Roeth said “Manufacturers are bringing them, and fleets are buying them.” However, Roeth noted, while the numbers gained in this study are significant, it shows there is still room for improvement when you compare these number with those from the Run on Less program, completed last fall. “There’s still a pretty big gap between what (these 20 fleets) are doing, and what the possibility is, like the 10 mpg achieved during Run on Less,” he said, noting that it’s hard to compare a 72,000-truck study with a seven-truck study. “We know those (seven trucks) were the best of the best, but still that gap is there.” Fleets that participated in the study included: Bison Transport, CR England, Cardinal Logistics, Challenger Motor Freight, Crete Carriers, Frito-Lay, Hirschbach, Maverick, Mesilla Valley Transportation, NFI Industries, Nussbaum Paper Transport, Prime, Ryder, Schneider National, United Parcel Service, Werner, US Express, and XPO Logistics. You can download the full report at www.NACFE.org. TN
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Equipment
Pride expands into U.S.
TOLEDO, OHIO Canadian retailer of pre-owned trucks and trailers, Pride Truck Sales, has opened three locations in the U.S. They’re located in Toledo, Ohio, and in Fontana and Stockton, Calif. The dealerships will offer a variety of pre-owned medium- and heavyduty trucks, as well as trailers. “We are at a very exciting stage right now and are thrilled with the response we are receiving across the region,” Sulakhan ‘Sam’ Johal, president and chief executive officer of Pride Group, said of the California locations. “Being a hub for the trucking industry, California is an extremely important market for us. Our strategic locations at Fontana and Stockton will not only provide ease of access for our existing customers but will also make it easier for prospective customers to explore our diverse inventory and flexible financing programs.” Of the Toledo location, Johal said “This state-of-the-art facility will help us better serve our existing customers as well as be able to reach out to a new clientele, so they could take advantage of our extensive product range and hassle-free financial assistance.” With the addition of three facilities in the U.S., Pride Group now has eight dealerships across North America. TN
Trans East buys CD Jabbco
JOIN THE I.T.S TEAM TODAY! $5000 SIGN ON BONUS U.S. O/O’S!. NEW MENTORSHIP PROGRAM! Call and inquire, you could make $40,000+ in your first year as a new ITS Driver! Get your AZ training from an approved school and receive tuition reimbursement of up to $8,000.00! ■ New domestic dedicated lane! Belleville-Toronto return ■ Late model, well maintained cabs ■ Van and Roll Tite Division ■ Pick-ups and Drops paid ■ Live Load/Live Unload paid ■ Hourly Rate if running local and where applicable ■ Mileage Rate where applicable ■ Layover $75.00 all divisions ■ Company Single Bonus .04 per mile after 2500 miles per week (2300 miles for roll tite) paid weekly ■ Benefits available ■ Paid orientation recruiting@itsinc.on.ca
Be part of a friendly, family oriented company with schedules to meet your lifestyle day or night. Contact the Recruiting Team at I.T.S For the GTA and South Central Ontario Call Harsimran Dhillon or Adi Varma at 905-212-9898 For Belleville and Central Ontario Call Monty Chrysler x123 or Sandra Hannah x159 at 800-267-1888 or 613-961-5144 For Eastern Ontario and the Ottawa Valley Call Denis Labossiere at 877-665-8167 x222
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IROQUOIS, ONTARIO Trans East Trailers has announced its acquisition of CD Jabbco, Canada’s exclusive distributor of Cottrell car hauling trailers. CD Jabbco is a supplier of parts and services to the car hauling industry and is based in Iroquois, Ont., about 45 minutes south of Ottawa. Trans East is one of Canada’s largest highway trailer dealers, representing 11 manufacturers, with locations in Burlington, Drummondville, and Moncton. TN
• Advanced planning
1.800.462.4766 BisonTransport.com Bison Transport is committed to Employment Equity & Diversity
October 2018 • Truck News 43
Fleet News
NOW HIRING COMPANY DRIVERS & OWNER OPERATORS ACROSS ALL DIVISIONS VAN • BULK • FLATBED
Apply at www.drive4grace.com Questions answered at recruiting@gracetransport.com Call us at 226-289-9000 extension 900 or come in and see us today.
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Kriska buys BTC Express BRANTFORD, ONTARIO Kriska Transportation Group (KTG) has acquired BTC Express of Brantford, Ont., which will continue to operate under general manager Jacob Bicz. Brothers Jacob and Jan Bicz have owned and operated BTC for the past 10 years. The second-generation family business is an assetbased truckload fleet specializing in refrigerated freight. It has 65 power units and 150 trailers, serving lanes across Canada and the U.S. “When my brother Jan and I decided it was time to sell our business, we carefully considered whom we wanted to align our people and our customers with,” said Jacob Bicz. “Jan will pursue other interests, but I wanted to stay and grow the business. KTG offers each of us what we wanted, including a culture that we see as a great fit. KTG will let us be who we have been, but help us be better. The future is bright for BTC with KTG, and that’s what we wanted.” “KTG is very excited to welcome BTC, and its employees, contractors and customers to the KTG family,” says KTG CEO Mark Seymour. “BTC will complement well with the other KTG operating companies who function in the temperature-controlled space. That is a big part of our value proposition on both assets and brokerage. BTC is a safe, well managed and family-oriented company. That fits perfectly with KTG values.” TN
Dicom Canada sold
KELSEY TRAIL TRUCKING has an Immediate Need for Full Time and Long Haul Company Drivers WE OFFER: • Well established company with excellent opportunities • Competitive pay structure • Paid Picks, Drops, Tarping • Excellent Bonus programs • RRSP programs • Health and Dental Benefits • Cell phone allowance • Clothing allowance
WE REQUIRE: • Positive Attitude • Professional Appearance • Good driving record • AZ or Class 1 license
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Fax: 705-436-9706 email: recruiting@kelseytrail.com 44 Truck News • October 2018
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MONTREAL, QUEBEC Dicom Canada has been sold to General Logistics Systems, a subsidiary of Royal Mail, for $360 million. Dicom Canada focuses on groundbased parcel, freight, and logistics services in Canada, with a focus on Ontario and Quebec. It was owned by Wind Point, which acquired the company in 2014 from founder and majority owner Peter Overing. Wind Point and its shareholder will retain the Dicom Transportation Group’s U.S. subsidiary, Dicom USA, the company announced. “Dicom is a great example of how Wind Point’s focus on partnering with a top caliber CEO and building a world-class management team can drive tremendous value for our investors. The sale of Dicom Canada will deliver an excellent return to our investors and management, and we look forward to working with Scott (Dobak) and the Dicom USA team to build even further on our success to date,” said Konrad Salaber, managing director of Wind Point. TN
Highlight Motor Group moves into larger California facility
SANTA FE SPRINGS, CALIFORNIA Highlight Motor Group has moved into a new facility in the Los Angeles, Calif., area. The company says its new digs in Santa Fe Springs, a gateway city of southeast Los Angeles, better suits the fleet. It comes on the company’s one-year anniversary in the area. The new location is near the 605 and 5 freeways, and is close to many industrial and manufacturing facilities. Highlight says the location will help it grow its business between California and Canada. “We put a lot of thought and planning into opening up our own California operation last July. It’s gone
very well and this new location is a stepping stone to even larger facilities there,” said Highlight Motor Group president Kirk Kalinitchenko. “It is well suited for our current requirements with a brand new state-of-the-art facility which includes a spacious warehouse, six dock level doors and a two-storey office space. We continue to offer van and reefer service for both truckload and LTL customers, a logistics offering and warehousing services. I am proud to say that connecting California and Canada with Highlight’s premium transportation and warehousing service continues in style.” TN
Equipment Express Inc. is a premier specialized carrier and turnkey transportation solutions provider, operating throughout North America for over 50 years. We’re privately owned and operated by The Fitzpatrick Group of Companies and headquartered in Ayr, Ontario.
We’re growing our pool of talented company drivers and owner operators! If you’re seeking a challenging and rewarding career with a leading edge specialized carrier, let’s talk. WE OFFER COMPANY DRIVERS
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Call Recruiting at 519-240-7655 or email: recruiting@equipmentexpress.com www.equipmentexpress.com October 2018 • Truck News 45
Insights Tax Talk
When do I charge GST/HST? It’s been 27 years since Canada introduced the Goods and Services Tax (GST) and after all this time people are still trying to figure out when and how to charge, collect, file, and pay it. The Harmonized Sales Tax (HST), which five provinces use, isn’t any simpler. Part of the problem is that, like any tax program, some GST/HST rules are clear and some are open to interpretation. “Interpretation” is just a fancy word for opinion. And you know what they say about opinions. One thing that’s absolutely clear is that if you’re an owner-operator working for a carrier, your sales/income is “zero-rated” and therefore you should
not collect GST/HST for your services. You can claim credits on any GST/ HST paid on your business expenses, thereby giving you a refund, but this refund, of course, is just you getting your own money back. However, one of our owner-operator clients works for a medium-sized carrier that, for years, paid its owner-operators HST on gross income. We tried to educate the carrier’s staff about their “interpretation,” but they said they knew better. Well, now all of a sudden, the HST payments have stopped. Apparently the company changed its policy. Maybe this carrier got a letter from Canada Revenue Agency
(CRA). Maybe it paid a consultant big bucks for another opinion. It would have been easy money: CRA publishes its GST/HST guidelines in a document called Freight Transportation Services GST/HST Memorandum 28-2. With more than 500 owner-operator clients working with who knows how many carriers, we hear all kinds of “expert opinions” on GST/HST on income and deductions. Here are some facts: A “self-employed driver” must charge GST/HST for his services if he exceeds the annual $30,000 gross limitation. By definition, a self-employed driver does not use
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46 Truck News • October 2018
Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owner-operators. Learn more at www.tfsgroup.com or call 800-461-5970.
his own truck and does not assume liability for the supply of a freight transportation service for GST/HST purposes. He is providing a driving service, which is taxable. The more difficult issues fall to GST/HST charges on deductions by carriers on broker pay, which CRA refers to as “chargebacks.” The CRA bulletin on this states: Often when an independent truck owner (owner-operator) is subcontracted by a carrier to provide interlining freight transportation services to the carrier, the carrier will initially pay some of the costs related to supplies of fuel, truck repairs, maintenance, and permits incurred by the owner-operator to transport the tangible personal property, with the understanding that the carrier will recover the costs from the owner-operator at a later date. The recovered amounts are consideration for supplies made by the carrier to the owner-operator. The consideration for such supplies is referred to as a chargeback. The chargeback may be in respect of a supply related to a freight transportation service in that it relates to inputs required for the supply of the freight transportation service, but it is not consideration for the freight transportation service itself. As a result, the interlining rules do not apply to supplies that give rise to a chargeback. So out of this you get some carriers that charge GST/HST on every deduction, but most pick and choose. For instance, most carriers don’t charge GST/HST on licence and permit deductions yet CRA clearly list permits in its example. What about insurance? Does your carrier charge tax on your insurance deduction? One carrier I know goes so far as to separate IFTA and mileage tax chargebacks and apply HST to the Canadian portion and not to the U.S. portion. Here’s the bottom line: Don’t waste your time arguing with your carrier “expert” about GST/HST. Instead, talk to your accountant and concentrate your efforts on what they are charging and getting documents properly to support your refund claim. After all, you should want to claim back every penny of GST/HST you’re entitled to receive. At least, that’s my opinion. TN
Insights Voice of the owner-operator
Putting hours-of-service to rest There are a handful of subjects like the driver shortage, truck parking, and hours-of-service (HoS) that never drop off trucking’s gripe list, they just jockey for position as the industry’s most critical problem. Right now, the most hotly debated issue is probably HoS, pumped up because of the U.S. electronic logging device (ELD) mandate and the shadow of similar regulation in Canada. It comes down to this: how effective are HoS in keeping “fatigued” drivers off the road? It’s a common scenario: you might be perfectly rested, alert, and safe, but can’t get behind the wheel because you’re out of hours. Conversely, you have lots of hours left, but are so drowsy your eyelids are fluttering, yet you’re expected to keep going. In any case, ELDs effectively remove any vestige of a driver’s self-management of alertness from the equation, so the debate is largely hypothetical. One of the most comprehensive pieces of research I’ve read that includes a forthright discussion of fatigue and road safety is a paper titled Addressing Human Factors In The Motor Carrier Industry In Canada, published in 2011 by Pierre Thiffault, a senior research analyst with Transport Canada. While wading through the complex scientific report is no walk in the park, it is nevertheless enlightening. Thiffault acknowledges that HoS rules provide a necessary regulatory framework to ensure commercial drivers operate within essential sleep science principles. However, while the regs theoretically address important risk factors, they have significant limitations. For one thing, they fall short of acknowledging that fatigue is a spectrum of brain alertness, from more to less; in other words, factoring the difference between drowsiness and fatigue into road safety. While we’re moving toward fatigue, lots of other things are going on in our bodies and our brains. Inattention and drowsiness occur long before actual fatigue takes over, but if your logbook says you’ve got time left on the clock, you’re good to go. So, while HoS regulations are necessary, they’re not sufficient to really address fatigue. The reality that most stakeholders either don’t understand or turn a blind eye to is that we spend a lot more time in a drowsy state, which in many respects is where the greatest risk lies. It’s generally accepted that monotony or “highway hypnosis” decreases alertness and increases drowsiness, and there is a growing interest in examining the impact of automated vehicles and platooning on a driver’s alertness and vigilance. Now, new research coming out of Australia’s Royal Melbourne Institute of Technology shows that low-frequency vibrations can make drivers drowsy. CBC radio’s Quirks and Quarks recently featured an interview with
Professor Stephen Robinson, head of the psychology department at the institute. Comprehensive experiments showed that low-frequency vibrations coming up through the floor of a vehicle and through the seat are causing driver drowsiness. We’re not talking about sleep-deprived, end of shift drivers. Just 15 to 30 minutes of vibrations put the otherwise rested drivers at high risk of a crash. Last year, researchers at the University of Waterloo conducted a field study to determine the impact of whole body vibration (WBV) on truck driver vigilance and discomfort. The results showed that new seat technology was able to reduce WBV exposure up to 55% and consequently reduce fatigue-related vigilance over the course of a day.
The adverse health effects of WBV, like muscular disorders and lower back pain, have been known for some time, but the work at Waterloo was the first to look at the effects of WBV on vigilance in truck drivers. Whether it’s killer seats or boring terrain, most drivers understand that driving with drooping eyelids is risky, yet they tend to fight sleepiness with effort – windows down, radio up – and keep going. In trying to understand the discrepancy between drivers’ actions and their knowledge of the safety risks of drowsy driving, Thiffault’s extensive discussions with drivers revealed that the way trucking “works” is a significant shaper of their motivations, and things like compensation schemes, schedul-
Joanne Ritchie is executive director of OBAC. Tired of HoS? E-mail her at jritchie@obac.ca or call toll-free at 888-794-9990.
ing, company policy, and carrier/shipper relations, weigh heavily on a driver’s decision to take the risk. The bottom line is we’re living dangerously to count on HoS to be the only, or even the primary, means to address driver fatigue. Perhaps if stakeholders paid more attention to emerging research that doesn’t lump alertness, drowsiness, and sleep into one big bundle labeled “fatigue” that can be managed by regulation, we might just be able to put HoS to rest. TN
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October 2018 • Truck News 47
Insights You say tomato, I say tomahto
Tool talk Cordless tools are causing shop sloppiness Many times in the past, I have commented on how technology has changed our industry. Mostly, I have complained about the negative impact it has had on our equipment, and today is no different. There is one item of technology that has appeared on my list of things I despise, and it is right at the top of that list too: numero uno. It is the cordless wrench or screwdriver. Not the traditional manual version, but the new one. I have a couple myself, as they are useful for getting into the tight spots around an engine.
However, they are no substitute for a traditional tool when it comes to doing a job properly. I am sick and tired of having to re-tighten things after my truck has had a visit to the shop and these cordless tools are the cause of my frustration. They don’t do the job properly, it’s as simple as that. My new policy is to inspect any work done outside and then use traditional tools to make sure everything is fastened correctly. So far, I have been alarmed at how loose things are.
I can usually get at least a quarter turn on everything they’ve touched, and often much more. On a properly tightened 5/8-inch bolt you shouldn’t be able to move a wrench without considerable force, yet I have had instances where I can turn a wrench with my fingertips. That is just not good enough. Which leads into my next area of concern, roadside inspections, or rather the complete lack of them. I have been trucking here in Canada for more than 10 years now and
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48 Truck News • October 2018
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.
in all that time I have had only one Level 1 inspection. And that was within the first couple of months of arriving here, so I’ve done well over a million miles since my last roadside inspection and that is not good enough. Now some of you may be thinking I’m crazy. Why would I be complaining about that? Well, I’ll tell you, it allows unscrupulous operators to cut corners on maintenance and allows shops to get away with shoddy workmanship, as there are almost no checks and balances on the condition of the trucks running up and down the road. It is my firm belief that it’s too easy to start as a new operator; all you need are a few bucks for a deposit, or a carrier willing to lease you a truck, and you’re an operator. There are no requirements for you to have any knowledge about running a business, no requirements for available funds to ensure you can afford to maintain your equipment, no set schedule for safety inspections, no requirement to have knowledge of labor laws if you have employees, and nobody checking any of that to ensure you’re operating within the law. Now, I’m not suggesting that everyone is using this lack of a standard to cut corners, but a working knowledge of these things will help a new start become a better operator and prevent those that shouldn’t be operators from making a big mistake and buying or leasing a truck when they really shouldn’t. There are far too many of those out there, and I believe that they drag the industry down. There should be a qualification for lease-operators and there should definitely be a standard that has to be met before being granted your own authority. At present, the owner of a brand new authority is let loose after paying for the required permits. Their trucks may get pulled in for inspection more frequently, if the inspection stations are even open, which they’re often not. This may catch a few out, but surely it would be better to prevent them from ever operating a truck in the first place and it would raise standards within our industry – standards which are in desperate need of improving. TN
Best Fleets
Best Fleets nominations now open MARKHAM, ONTARIO Is the fleet you drive for one of the best? If so, now’s your chance to nominate them for the Truckload Carriers Association’s (TCA) Best Fleets to Drive For competition. To qualify, a f leet must have 10 or more trucks, operate a forhire business, and be nominated by a driver or owner-operator at www.BestFleetsToDriveFor.com. Nominations are accepted from Sept. 4-Oct. 31. “Our industry is rapidly embracing innovative technologies and best practices that are making fleets safer and making life easier for our professional truck drivers,� said TCA president John Lyboldt. “This contest showcases the most forward-thinking companies and steps they are taking to retain their skilled workforces.� Once a company accepts its driver’s nomination, CarriersEdge contacts it to evaluate the company’s business practices, especially as it relates to its workplace environment, including compensation, safety practices, equipment, and training. Telephone interviews follow an electronic questionnaire and drivers are also surveyed. Best practices are shared with the industry.
“Last year, we highlighted some new questions about how companies make drivers feel like equal partners in the business, and some maintenance and equipment questions,� said CarriersEdge chief executive officer, Jane Jazrawy. “This year, we’ll be expanding on the ‘driver as valued partner’ subject, digging further into how companies communicate on a day-to-day basis, and processes for addressing driver questions and resolving problems.� CarriersEdge and TCA will also continue exploring how f leets build an inclusive culture by looking at how diversity is represented in the management team, committees, and other public parts of the business. “On the ever-important subject of compensation,� added Jazrawy, “we’ve been exploring guaranteed pay programs over the past few years, but a new compensation
tool has popped up as well – stock options.� She shared that as more fleets have gone public recently, more of them are offering stock
options to their drivers as a result. CarriersEdge and TCA will be digging into the issue further to see who’s doing what. The top 20 finalists will be identified as Best Fleets to Drive For and will be announced at the end of January. From this pool, companies will then be divided into both small and large categories, and two overall winners will be recognized March 10-12, 2019, at the TCA Annual Convention in Las Vegas, Nev. TN
October 2018 • Truck News 49
Health
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Dr. Christopher H. Singh runs Trans Canada Chiropractic at the 230 Truck Stop in Woodstock, Ont. He can be reached at 519-421-2024.
knee during physical activities such as jumping or kicking a soccer ball. As you can imagine, this tendon is very strong and is able to withstand a significant amount of force. Patellar tendonitis is generally caused by repeated stress or strain on the tendon. Eventually this stress leads to micro-tears in the tendon itself. As more tears occur, inflammation and pain in the tendon will start to appear. For truck drivers, the most common causes of this injury are climbing in and out of trucks, jumping off trailers, and long hours operating the clutch and throttle pedals. The first symptom of patellar tendonitis is usually pain just under the knee cap. Initially, the pain will only be present during physical activity. The pain is usually sharp in nature but disappears once the activity is stopped. As the condition worsens, the pain may become constant and more severe. In most cases, the diagnosis of patellar tendonitis is determined based on the patient’s signs and symptoms as well as a physical exam. However, if it is still unclear, diagnostic testing such as X-rays, ultrasound and MRI may be necessary. It is important for your doctor to rule out other, more serious knee conditions. Once a diagnosis of patellar tendonitis is reached, your doctor will discuss possible treatment options. The good news is that most people respond favorably to conservative treatment and surgery is not usually required. The first mode of treatment is to rest and reduce the amount of strain on the knee. Next, ice and anti-inflammatory medications are used to reduce the swelling in the tendon. Massage and gentle stretching are also effective to reduce the pain and irritation. Finally, in the latter stages of treatment, your doctor may recommend strengthening exercises and body mechanic modification, which an ergonomist, physical therapist or chiropractor can help you with. If all else fails and no significant improvement is observed after 10 to 12 months of conservative treatment, surgery may be considered. The goal of surgery is to repair any tears or remove severely damaged sections of the tendon. Although you can not completely prevent this condition, you can reduce your risk of developing it. For starters, avoid activities that may put excess strain on the patellar tendon such as jumping off your trailer. In addition, try to use proper mechanics when getting in and out of your cab. Lastly, try to maintain a healthy body weight and perform lower body stretches regularly. Until next time, drive safely! TN
Preventive Maintenance
Feeling the pinch? Steps can be taken to reduce risk of pinched nerves Similar to the intricate and extensive road systems you use while transporting goods across the country to various destinations, your nerves follow an intricate and extensive pathway from your brain and spinal cord throughout your body, carrying the electrical impulses required for normal body functions. On the highway, when roads are closed or lanes are reduced, the traffic flow is greatly affected. In your body, when a nerve becomes compressed or pinched, your body’s efficiency is noticeably impacted, causing pain, tingling, numbness or weakness. Nerves most often become pinched in narrowed areas between ligaments, tendons or bone, where there is limited soft tissue to act as protective cushioning. Some typical locations are: the lower spine due to a herniated disc, leading to sciatica; the neck, leading to pain and weakness in the shoulder, elbow, hand and/or fingers; and the wrist, leading to carpal tunnel syndrome. The typical symptoms – numbness, tingling, radiating pain, aching/burning pain, pins-and-needles sensation, and weakness – may worsen when you move the area where the nerve is pinched. The resulting damage may be minor or severe; temporary or long-lasting. If a nerve is pinched for only a short time, usually no permanent damage occurs – once the pressure is relieved, nerve function returns to normal. However, if the pressure continues, chronic pain and permanent nerve damage can occur, since the protective barrier around the nerve can break down, leading to swelling, additional pressure and scarring, which can permanently interfere with nerve function. Fortunately, most people recover from a pinched nerve within a few days or weeks following rest and other conservative treatments, which include: NSAIDs (nonsteroidal anti-inflammatory drugs, such as aspirin, ibuprofen, or naproxen) to reduce swelling; oral corticosteroids to reduce swelling and pain; narcotics ( for brief usage only) to reduce severe pain; corticosteroid injections to reduce swelling and allow inflamed nerves to recover; a splint or soft collar to limit motion, support and allow muscles to rest; and/ or physical therapy to stretch and strengthen muscles. In severe cases, when the pain is unmanageable or the symptoms persist, your doctor may recommend other treatment options to shrink the swollen tissue around the nerve, or to remove the material pressing against the nerve (scar tissue, disc material, cartilage, tendon, ligament, or bone fragments).
A number of conditions may increase your risk of experiencing a pinched nerve, such as: age; sedentary lifestyle; injuries; prolonged sitting; obesity; pregnancy; thyroid disease; diabetes; rheumatoid/wrist arthritis; as well as occupations/hobbies/sports requiring repetitive hand, wrist or shoulder movements, including truck driving; gender – women are more likely to develop carpal tunnel syndrome, possibly due to having smaller carpal tunnels; history of bone spurs – trauma or conditions that cause bone thickening, which narrows the space surrounding your nerves; and/or rheumatoid arthritis – resulting inflammation compresses joint nerves.
Taking the following steps can help avoid the painful experience of a pinched nerve: Maintain a healthy weight and diet. Watch your posture. When sitting, adjust your seat to keep your knees and hips at an even level. Ensure the seat has appropriate lumbar support or drive with a lumbar support pillow or rolled towel behind the small of your back. Balance your armrests. Frequently shift position to avoid sitting stationary for a long time. When sitting outside your rig, avoid crossing your legs. When engaged in repetitive motion tasks, alternate your movements and take frequent breaks. Follow a regular exercise program with strength and flexibility activities.
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Karen Bowen is a professional health and nutrition consultant, and she can be reached at karen_bowen@yahoo.com.
As well, practice good body mechanics. When standing for long periods, occasionally elevate one foot to rest on a skid or small box. When lifting something heavy, move straight up and down, keeping your back straight and bending only at the knees. Let your lower extremities carry the weight. Hold the load close to your body. Avoid lifting and twisting simultaneously and use a lifting partner for awkward objects. Take the pressure off. Don’t let it get on your nerves. TN
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October 2018 • Truck News 51
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52 Truck News • October 2018
athletic therapist, broadcaster, and the bus driver all being recognized. The 16 stars are located in the same section of the Ursa Minor (Little Dipper) constellation, which is visible year-round in Canada. International Star Registry packages were presented to the families of each person who lost their lives when Washington Capitals’ forward and Saskatoon native Chandler Stephenson brought the Stanley Cup to Humboldt this Aug. 24. TN
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Insights Over The Road
Kindness as a driving skill Embracing kindness will result in safer roadways
completely avoidable. The simple and obvious solution is to build cycle tracks to accommodate the growing cycling community. By separating cyclists and cars/trucks/ buses, we eliminate the possibility of injury and death. Instead of doing this, we paint stripes on the existing roadways to separate cars and bicycles, then ask all road users to be courteous to one another and everything will work out just fine. It’s not working. The big problem we face on all our roadways is a prevailing ‘me first’ attitude on the part of drivers. As operators of heavy equipment – and yes, if you are a car driver, this means you too – we have a responsibility to cyclists and pedestrians. This responsibility exists because politicians and designers of our road infrastructure have decided that the best option for all of us is to share our roadways, and the simple fact is that when a collision occurs between a vehicle and a cyclist or pedestrian, the loser will always be the cyclist or pedestrian. In a world where kindness, compassion, and courtesy guide how we interact with our fellow man, fault
ing habits that leave ample space for other road users to make a mistake without killing themselves is a generous act, in my opinion. Bringing patience to your driving experience is the first step in becoming a kind and courteous driver. Putting time on the back burner of your mind is a necessity. If you are always in haste as a driver, a fatal mistake is always waiting in the wings. Impatience is a sure way to elevate the level of risk to those around you and to yourself. Putting aside all your distractions, including thoughts of anything but driving, is an act of generosity and kindness. I know that many people will read
Al Goodhall has been a professional longhaul driver since 1998. He shares his experiences via his blog at www.truckingacross canada.blogspot.com. You can follow him on Twitter at @Al_Goodhall.
this and disagree with me on many points. This is exactly why we need to talk more about it. As long as we are asked to eliminate road deaths and road violence by simply following the rules, we can’t ignore our emotions and how they play out on our roadways and in our neighborhoods. Yes, kindness is a skill, and something we need to teach. TN
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As vehicle drivers we are asking other road users that operate without the protection of a metal box around them, to place their lives in our hands.
should not be a factor. As vehicle drivers we are asking other road users that operate without the protection of a metal box around them, to place their lives in our hands. So the safety bar is set higher for us as drivers. Our responsibility is to keep others safe. Period. To be kind as a driver is to adopt defensive driving skills and to put them into play 100% of the time when behind the wheel. This requires a great deal of introspection and self-accountability on the part of every person that holds a driver’s licence. It’s not an option. It is our moral obligation. Obeying traffic laws and develop-
Company Drivers
Kindness isn’t something we would normally discuss as a required ‘skill’ when it comes to driving. We discuss road rage a great deal, however, and recognize that anger sitting firmly in the mind of a driver is not something that leads to the skillful operation of a motor vehicle. So, we are well aware that anger is a detriment to road safety and actively discuss its negative effects but we rarely, if ever, talk about kindness as a skill to be taught, which will enhance road safety. Maybe teaching kindness is too much to ask. Perhaps talking about it is enough to get us to consciously include it as part of our daily lives. What would that look like out on the road? The best example I can point to is the friction that exists today between drivers and cyclists. If you follow the news in Southern Ontario, you’re well aware of the number of collisions between vehicles and cyclists, the result being that a number of cyclists have been seriously injured or killed. This is totally unacceptable, and
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October 2018 • Truck News 53
Insights Human Factors
Let’s take control of the HR narrative It’s time to look at more comprehensive and sustainable HR solutions The trucking and logistics industry continues to face some serious human resources (HR) challenges. Workforce shortages, new technologies, and a competitive job market are top-of-mind issues. From Moncton to Kelowna, fleets are struggling to find the drivers they need. Some report having goods stranded until a driver can be located.
Companies are investing in higher wages, advertising, and recruitment campaigns. Yet we know that fewer and fewer Canadians are choosing trucking and logistics as a career. Fewer than 15% of drivers are between the ages of 18 and 35, and a mere 3% are women. At the same time, e-commerce and innovative warehousing and distribution processes are creating
new opportunities in the trucking and logistics industry. Opportunities we need to seize. There is a lot at stake here, and we need to start looking at more comprehensive and sustainable solutions from an HR perspective. As you develop strategies for managing your own workforce, here are some ideas that should influence your thinking: Jobs may change, not disappear
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New technologies will absolutely impact the nature of work in our industry. However, at this point, we are not sure how. It could be that traditional occupations morph into new ones – in a more automated supply chain, drivers may become “transportation engineers� and dispatchers “logistical analysts.� Companies will need to adapt as operations evolve. And, when we read stories about how technology will change our industry, others seem to be controlling the narrative. For example, autonomous trucks are being tested in live environments – and they make headlines every time. In 2016, our own federal minister of finance, Bill Morneau, was quoted as saying that the truck driver job will disappear in the years to come. Other research shows that many Canadians believe that autonomous trucks will soon be rolling down our highways. We need to take control of this narrative, and we need to better identify how these roles can change. It’s hard to attract and recruit people to a job they think will be obsolete in a few years. Create a work-life balance people actually want
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Angela Splinter leads Trucking HR Canada, a national not-forprofit organization dedicated to addressing the human resources challenges and opportunities in the trucking and logistics sector. Learn more at www.TruckingHR.com or follow them @TruckingHR.
not be enough to attract the workers we need. We need to take a good hard look at the nature of a job that has drivers away from home and family for weeks at a time. How can we address aspects that can be seen as unhealthy, including making sure drivers get proper rest, food, exercise, and time at home? How we can offer a work environment and lifestyle that people actually want? More informed decisions To better attract and recruit the talent we need, we need to better understand the current and future labor market in the first place. Change is happening quickly, and we need to ensure that we have the information to make sound HR decisions. Our new labor market information initiative will help us do just that. Trucking HR Canada will probe further as to how the workforce of the future perceives our industry so that we can take the steps necessary to ensure we better connect with them. At the same time, we will assess the current business and economic climate as it pertains to changing work environments. Amidst the challenges, this is an exciting time. And, we will be reaching out to industry stakeholders over the next few months for input. We may not find all the solutions, but we are starting to pave the way. TN
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54 Truck News • October 2018
Health
One stop shop White’s Travel Center offers something no other in the U.S. does – a pharmacy By Derek Clouthier RAPHINE, VIRGINIA Drivers looking for grub, showers, merchandise, and even a movie can likely find it at most truck stops across North America, but health assistance is a bit harder to nail down. The Medicine Shoppe Pharmacy at White’s Travel Center in Raphine, Va., is the only pharmacy located at a travel center in all the U.S., and according to Cedona Watts, pharmacy clinical service manager, drivers appreciate having her staff at such a convenient location available for health advice and assistance. “This setting is very different,” said Watts. “It’s not a typical community pharmacy. We really focus more on helping the driver population as well as the local community. Here we know that a lot of drivers don’t have access (to this type of service).” Having been with the Medicine Shoppe Pharmacy for nearly three years now, Watts has learned that it’s not always easy for truck drivers to live a healthy lifestyle. “I know sometimes it’s a little bit hard with this population when it comes to eating fresh fruits and vegetables,” she said. “They don’t have as much access to it, so some drivers try to cook their meals ahead or make sandwiches to bring in their truck.” Watts said some of the most common health issues drivers face include diabetes, sleep apnea, excess weight, a desire to quit smoking, and the most pressing concern, high blood pressure. In addition to than prescribing prescription medication to help treat health issues, Watts urges drivers to alter their lifestyle choices to lessen the adverse effects of the more common health concerns affecting drivers in the trucking industry. “I know it’s challenging because it’s their profession to be on the road a lot,” Watts said, adding that drivers stopping at fast food restaurants should select grilled chicken options rather than hamburgers and avoid added salt on french fries to help manage high blood pressure issues. “That’s one of the most common consultations that I get as a pharmacist,” Watts said of high blood pressure concerns, as many drivers inquire about which over-thecounter medications they can take to treat the condition. “That’s what we wanted to focus on, because it’s a major concern for drivers.” The Medicine Shoppe Pharmacy held health checks during the Shell Rotella SuperRigs Roadshow at White’s Travel Center just outside Raphine, Va., June 14-16. During the health checks, Watts said her primary focus was on educating drivers about various health issues.
The team at The Medicine Shoppe Pharmacy is happy about helping drivers with their health concerns. She added that drivers are often surprised to find a pharmacy on site, as they have never seen one at a truck stop before. But all things considered, it makes perfect sense. “Even if a driver has a doctor or pharmacy, it’s really challenging for them to get their prescription filled,” said Watts. “There’s a process and they really don’t know when they’re going to be back at that pharmacy, or whether they can even park their truck.” And for Watts, health issues that have plagued drivers for years arise
not from a lack of caring, but rather a lack of availability. “There’s not a change in motivation, I don’t think that’s ever been the case,” she said. “It’s just trying to fit taking care of yourself in with your busy work schedule, and that’s why we’re happy to be there. We’re the only pharmacy in the United States in a travel center and drivers really appreciate that.” Not only American drivers are happy to have the service, but Canadians as well.
The pharmacy will gladly help Canadian drivers with whatever health concerns they may have. Watts said Canadian customers who are acutely ill can see a doctor, and if that doctor prescribes medication, there is no issue giving them what they need. “There are not a lot of differences but there are some,” Watts said of Canadian drivers, “like we may not have a specific product over-thecounter that they have in Canada, so I try to find something similar.” In the end, for Watts and her crew it’s all about helping people who would otherwise not get the assistance they want and need. “It’s good to see that you’re making a difference and there are drivers out there who want this information,” she said. Being the only pharmacy located at a travel center in the U.S. means The Medicine Shoppe is certainly providing a unique service drivers who travel the area appreciate. “That’s why we’re such an awesome model, and I’m going to pat ourselves on the back,” said Watts. “Every day you know you’re helping someone. This is a population that really wants the help.” TN
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October 2018 • Truck News 55
Brakes
Breaking down brakes Four ways to reduce brake violations By James Menzies Brakes continue to be the trucking industry’s greatest pain point when it comes to vehicle-related out-ofservice defects. However, there are steps fleet managers, maintenance departments, and even drivers can take to greatly reduce a carrier’s brake-related defects. It starts with PM Having a good preventive maintenance (PM) schedule in place is critical to identifying brake-related defects early, says Joseph Kay, director of brakes with Meritor. “I’d start with making sure that preventive maintenance is being conducted at regularly-scheduled times,” he explains. “It’s really important for the fleet manager to know the vehicle, and the duty cycle those vehicles are subjected to.” He reminds that the wheel-end is on the unsprung side of the suspension, meaning pot holes and other bumps can contribute significant fatigue to wheel-end components, including brakes. They’re also subject to all the corrosive de-icing agents being sprayed on the roads. “There are some pretty nasty contaminants out there that can play havoc on the parts,” Kay says, adding technicians should regularly grease wheel-end components to protect against these corrosive agents. Kevin Pfost, technical services coordinator, Bendix Spicer Foundation Brake, agrees that technicians should be inspecting the brakes every time the truck visits the shop. “If you bring a truck into a garage, it takes about 10 minutes to go through and actually measure the brake’s stroke,” Pfost says. “Most maintenance departments will tell you they don’t have enough time. But if they bring the truck in for any reason, take that extra five or 10 minutes to measure brake stroke while you have the truck in there.” Understanding slack adjusters Kerri Wirachowsky, director of roadside inspection programs for the Commercial Vehicle Safety Alliance (CVSA), says some fleets continue to use manual slack adjusters on trucks built after 1994, not realizing that it’s illegal to do so. In one instance, she recalls, a fleet stocked up on manual slack adjusters because they were on sale, and placed them on all its vehicles. “Don’t do that,” she emphasized on a recent brake safety webinar hosted by ERoad. “When you do that, you are subject to violations.” She says manual slack adjusters are easily identified because they have three holes in them instead of just one. They’re currently only
allowed on trucks built prior to 1994. Also, automatic slack adjusters should never be manually adjusted. And if a brake is out of adjustment, don’t assume the slack adjuster is to blame, points out Meritor’s Kay. “If the brake is out of adjustment, it could be the adjuster that’s bad or it could be something else,” he says. “Air chambers, bushings, bearings, camshafts – different components can create out-of-adjustment conditions, so just going and adjusting the brakes could be masking a bigger problem.” Pfost says technicians should be reminded to lubricate the automatic slack adjusters during PMs, but he said manually adjusting an automatic slack adjuster can cause internal damage to the component. Drivers need to do their part Wirachowsky says roadside inspectors are regularly frustrated when they find obvious brake defects that should have been discovered during a proper pre-trip inspection. “I’m not suggesting drivers can find them all, but I’m suggesting, in most cases, they can find more than they do,” she says. “I’ve seen drivers do trip inspections and check their tires, rims, wheels, but I don’t see them looking underneath the truck at the pushrod stroke and the broken springs and other things they could potentially find before I, as an inspector, find them. We all want a safe truck on the road and if they can find it before an inspector, great, because that is what we are trying to do and then they can get it repaired at a facility rather than at the side of the road where it costs carriers thousands of dollars more.” Drivers, during their pre-trip inspection, should also look for air hose chafing, which Wirachowsky notes is the second most common brake violation outside of adjustment, and something a driver can easily see. This is often a problem when the air host is laid across the catwalk or deck. “A crack in the spring brake housing is an automatic out-of-service violation, and the driver just needs to bend at the waste to be able to see that,” she adds. From behind the wheel, there are other symptoms of brake issues that drivers should be aware of, Pfost says. “You may have a brake pull when you apply the brakes,” he explains. “You can get pull from one side to the other. The other thing you could be looking at is you have to apply more brake pressure to get the vehicle to stop under normal stopping. Grinding noises. Even friction smell. Let’s say you have a brake that’s hanging up, you can smell that friction burn. It’s not a good smell. So, those are a couple things that a driver if he is listening
56 Truck News • October 2018
Ontario enforcement officer Samantha Sarasin inspects a truck at roadside, where brake violations continue to be the leading cause of vehicles being placed out of service.
A Bendix technician inspects automatic slack adjusters. and paying attention, would notice.” Switching to air disc brakes One way to greatly reduce t he risk of brake violations is to switch to air disc brakes, where the individual brake components are contained out of sight. But that doesn’t mean disc brakes are maintenance-free, or that they don’t have to be inspected. “With a disc brake, your inspection is visual. You’re looking for cracks, or you look up between the wheels and the caliper. You’re looking where the pads sit and you look for mismatched pad thickness,” Pfost explains. “Then you’ll move the caliper and you’ll check caliper movement and you want to make sure there’s running clearance. People get it in their heads that disc brakes are maintenance-free, but you still have to visually inspect this.” Kay agrees, suggesting drivers and
technicians carefully inspect disc brakes for road damage. Disc brakes continue to be standardized by more truck manufacturers and more fleets are making the switch to reduce roadside violations as well as to provide better stopping performance. They’re even being touted as a driver benefit, according to a new white paper from Haldex. “Fleets today are looking for any way they can get a leg up in recruiting and retaining good drivers and having vehicle equipped with air disc brakes sends a message that they are serious about their safety,” the Haldex white paper said. “There is also an argument to be made that the pedal feel of a truck with air disc brakes is similar to that of a passenger car might open up the driver pool similar to how automated transmissions drew more people to the vocation.” TN
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Announcements Navistar, Daimler name new communications heads; GoRight fills new maintenance position; Bridgestone announces promotions; and Canada’s top Ryder tech named Navistar has named David Giroux chief communications officer, leading the company’s corporate communications department as of Sept. 1. Giroux brings to Navistar a wide range of communications experience, the company announced. He spent nearly seven years with Daimler Trucks North America, where the majority of his tenure was as director, corporate communications and corporate marketing, and was responsible for corporate positioning, communications strategy, executive communications, employee communications, media relations and digital and social media strategy. Before joining Daimler, Giroux was director of marketing and communications for Peterbilt. He also spent nearly seven years at Meritor in roles of increasing responsibility within the company’s communications and marketing groups. • Andrea Corso has been named the new head of communications at Daimler Trucks North America (DTNA). She assumed the role Aug. 20, and will handle internal and external corporate communications as well as product communications for the Freightliner, Western Star, Detroit, and Thomas Built Buses brands. She succeeds Katja Bott, who will move on to be head of global communications for Mercedes-Benz Cars in Stuttgart, Germany, effective Oct. 1. Corso has more than 20 years of communications experience with brands including Nike, Adidas, and Levi’s. • GoRight has named Bob Hammond its senior director of fleet maintenance, filling a new role for the company. Hammond brings more than 35 years of industry knowledge and experience to the GoRight team and customers, the company says, thanks to his has vast experience in fleet management and parts sales.
Wade Robinson of London, Ont., was one of eight finalists in Ryder System’s 2018 Top Tech Recognition program. He was the only Canadian participant among the finalists, who each won $10,000 and a trip to compete in the finals in San Antonio, Texas. The overall winner was Christopher Barnett, who won $50,000. • Bri dgeston e Am ericas has announced Eric Higgs, current vice-president of marketing, commercial group, Bridgestone Americas Tire Operations (BATO), has been named president, truck, bus and retread tires, U.S. and Canada, BATO, effective Sept. 1. Higgs succeeds Joseph Saoud, who recently assumed the position of president, BATO Latin America. As president, Higgs will lead sales, distribution and integrated business planning for the commercial tire and retread business in North America. Steve Sutherland, current executive director, sales, distribution and global accounts, Firestone Ag, will assume the role of vice-president of marketing, commercial group, U.S. and Canada, BATO. In this role, Sutherland will lead the overarching marketing strategy for the commercial group and have direct marketing oversight for the commercial truck, Bandag retread, off-the-road (OTR) and Firestone Ag tire businesses. • Betts Truck Parts & Service has named Sara Cox its new procurement and logistics manager. Cox has nearly 20 years of experience in a variety of industries, including truck and trailer, freight, and supply management, the company announced. Cox will be charged with purchasing goods for the company’s eight U.S. locations and the warehouse in Fresno, Calif. She will also manage procuring products, getting them to the store level and managing the inventory in the warehouse to ensure stores maintain their supplies, the company announced. TN
Action Trailer Sales ............................... 57 Atlantis Radiator ................................... 60 Canadian Loadshare Suspensions Inc. ........ 60 Dependable Truck & Tank........................ 63 Eastway Tank & Emergency Vehicles .......... 60 Hiller Truck Tech ................................... 59 Kingpin Specialists ................................ 62 Morgan’s Diesel ................................... 58
Ocean Trailer ....................................... 64 Quick Truck Lube .................................. 61 Tankmart............................................ 59 Texis Truck Exhaust ............................... 62 The Truck Exhaust Place ......................... 58 XL Radiators ........................................ 59 XTCC................................................. 58
ALPHABETICAL LIST Accutrac Capital Solutions .................... 15
Lally Transportation ............................ 54
Altom Canada ULC .............................. 52
Linamar Transportation ........................ 48
Arnold Bros. Transport ..................... 37,53
Liquid Capital Midwest Corp .................. 31
Attrix Technologies ............................. 26
Load Covering Solutions Canada ............. 25
BF Goodrich – The Last Word ................. 70
Location Brossard .............................. 22
Bison Transport ................................. 43
Mack Trucks Canada ........................... 71
Briway Carrier ................................... 50
Maintenance Best Practices................... 66
Burrowes Insurance Brokers .................. 23
Management Best Practices .................. 30
C.U.T.C. ........................................... 67
Michelin Tires (Canada) ........................ 72
Career Opportunities .................. 28,36-55
Nal Path Insurance Brokers ................... 29
Carmen Transportation ........................ 49
Newcom Events .................................. 7
Challenger Motor Freight ...................... 40
Northbridge ...................................... 16
Chevron – Inside the Numbers................. 4
Omnitracs – Webinar ........................... 34
Child Find-Missing Kids ........................ 29
Ontario Drivers Medical ........................ 30
Classified ......................................... 31
Penske ............................................. 8
Crossword Puzzle/Solution ................. 9,65
Petro-Canada – Duron ......................... 20
Detroit ............................................ 24
Pierquip........................................... 17
Diesel Group System ........................... 45
Polar Mobility .................................... 35
Display Transportation ......................... 50
Premier Bulk Systems .......................... 53
Eberspaecher Climate Control Systems
Recruitment – Careers ......................... 28
Canada ........................................ 15
Schneider National.......................... 39,54
Edge Transportation Services ................. 55
Scotlynn Commodities ......................... 36
Equipment Express ............................. 45
Seafood Express (P.E.I.) ....................... 39
Erb Group of Companies ....................... 51
Stateside Transportation Consultants ....... 67
Fast Forward .................................... 67
Surface Transportation Summit ..........32,33
Fleet Safety Council ............................ 12
Tank Truck Transport .......................... 52
Forbes-Hewlett Transport ..................... 49
Texis Truck Exhaust – Puzzle/Solution ... 9,62,65
Freightliner Trucks ............................. 2,3
The Rosedale Group ............................ 38
Gardewine ....................................... 51
Titanium Transportation Group ................ 6
Grace Transport ................................. 44
TN.com ........................................... 69
Great Dane Trailers ............................. 14
Transcourt Tank Leasing....................... 19
Haldex ............................................ 27
Transport Financial Services .................. 65
Hyndman Transport............................. 47
Travelers Transportation Services ............ 50
Imperial Oil Resources ......................... 18
Tremcar........................................... 31
International Truckload Services ............. 43
Trison Tarps ...................................... 30
IPS Invoice Payment System .................. 21
TruckandTrailer.ca .............................. 64
JBT Transport ................................... 37
Walmart Logistics ............................... 41
Kelsey Trail Trucking............................ 44
Wilson’s Truck Lines ............................ 41
Kenworth ................................. 10-11,13
Young Transportation System ................. 46
Laidlaw Carriers Bulk GI Inc. .................. 42
Z Source Equipment ............................ 23
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October 2018 • Truck News 65
Fiction Mark Dalton: Owner-Operator
THE STORY SO FAR Mark travels to New Mexico for a load back to Canada. While he’s there, another driver shows up for a load to Los Angeles. The driver looks Mexican and the shipper was expecting someone white, and tells the driver there is no longer any load. Mark offers his load to the man, and the shipper ends up giving the man his original load. On a return trip to the U.S., Mark is in Texas and decides to see what would happen if he f lew a gay pride flag on his truck. He’s questioned by the shipper, and is almost refused the load. Finally, the shipper removes the f lags for Mark’s own safety. Later, even with the flags removed, he is pulled over and questioned by police… • After two days of driving, Mark was able to cross the border into Canada without incident and by mid-afternoon of the third day, he was pulling into the warehouse to deliver his truckload of Texas-made pet food. As he was backing Mother Load up to a loading dock, he saw a bunch of drivers hanging around at one end of the yard. Of the four drivers, at least two looked familiar to him and he decided he’d join the group once his delivery was accepted and unloaded. Within minutes of the loading dock door being rolled up, receivers were lined up with a pair of forklifts and a third man was on the ground to coordinate the unload. That left Mark free to wander over to where the other drivers were and shoot the breeze. As he approached the group, Mark recognized one of the men as one of Bud’s drivers, and another with whom he had spent plenty of time in the waiting line up at the railway depot in Vaughan, Ont. “Well, well, well,” said the driver dispatched by Bud, a native of Guyana who came to Canada as a teenager and who had been driving for some 20 years. “If it isn’t the trou-
Illustration by Glenn McEvoy
By Edo van Belkom
Greatness is in the eye of the beholder – Part 3 ble-magnet himself, Mark Dalton.” “Hey Leon!” Mark said, shaking the man’s hand. “I recognize you,” said the container driver who knew him from Vaughan. “You bought me a coffee once.” Mark waved hello and then was quickly introduced to the other two drivers in the group. “This guy’s famous,” said the first man. “My dispatcher has told me all kinds of stories about you.” “What kind of stories?” “Like busting up an international smuggling ring, or solving a murder, or reuniting lost teenagers with their families.” The other men all stared at Mark as if he were a movie star or action hero. “Yeah,” Mark nodded. “Those are all true stories.” The group chuckled. Then the man said, “So what fantastic adventure are you coming from now?”
nce a n e t n i Ma Practices Best
“Well, it’s funny you ask. I picked up a load in Texas and was driving through the deep south and...” Mark went on to tell the story of how a shipper tried to take a load away from a driver with Mexican heritage when he’d expected the driver to be white, and then how he was hassled for flying gay pride flags on his truck, even after they’d been removed. “That sounds like what’s happened to me,” said one of the drivers Mark didn’t know. “I’m from Peru and probably look like a Mexican to anyone who sees me near the southern U.S. border. And whenever a cop sees me behind the wheel of an older truck with some miles on it…they always say it’s to do a safety inspection, but they never spend as much time looking over my truck as they do asking me where I’m from and what I’m doing there. It doesn’t ever seem to matter much that there are Ontario plates
on my truck and I have a Canadian passport.” “You think that’s bad,” said Leon, the driver originally from Guyana. “One time I was stopped for driving through a yellow light. I wanted to stop for it, but it was just safer to go on through. Well, there was a cop at the intersection and he pulled me over. He was polite enough, but after he searched me and the inside of my truck, he began asking me if the truck was stolen. He kept it up even after he’d seen the ownership and insurance was all in my name.” A pause. “I think he just couldn’t get his head around the fact that I had a nice rig and was running a profitable business.” The gathered men all nodded in agreement as if they’d felt the same thing many times before. At that moment Mark’s cell phone rang. A quick look at the ID told Mark it was Bud calling, probably with another load. “Hey Bud,” Mark said. “If you don’t mind I’m going to put you on speaker phone.” “Why, what’s going on?” “Nothing much,” Mark answered. “Just standing around chatting with Leon and a couple other drivers.” “Leon,” Bud asked. “Leon, who?” Leon just shook his head. “That joke is like you, Bud. Old and lame.” “Oh, that Leon,” Bud said. “He knows who you are now,” Mark said, then held the phone close to his ear. “What’s up, Bud?” “Well, I’ve got a couple of loads for you to choose from,” he said. “One is a longhaul to Houston and the other is a shorter load that pays less going to Winnipeg.” “Big money to the southern U.S., or less money to stay in Canada,” Mark said, summing up his choices. “That’s right.” “I choose Canada,” Mark said. Together, the gathered drivers all gave mark a nice long slow clap of approval. TN Mark Dalton returns next month in another adventure.
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Centric Parts, a division of APC Automotive Technologies, has unveiled a new air disc brake program for Class 7 and 8 vehicles. The offerings include air disc brake pads, rotors and repair kits for all makes. The pads are available in two grades of application-specific friction (106 Series: 23K, and 306 Series: 26K) in more than 20 FMSI shapes. They’re also
seats, misfires, HVAC issues, worn bearings or belts, emissions controls, and more. The images can be blended, displayed in a split screen, shown picture in picture, and be recorded as a 20-second video. And the saved images can be used to create convincing repair orders, the company says. Each image is automatically uploaded to the cloud through a new wi-fi sharing service. TN
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October 2018 • Truck News 67
Fiction
V
ic is at the airport to meet his cousin, Jacob, who has finally received his papers to immigrate to Canada. It is a joyful reunion.
By Edo Van Belkom
“Hey Bud, I’ve got another driver for you.”
“If he’s as good as you he can start working for me tomorrow.”
ike Vic, Jacob had been a truck driver in Africa, taking over Vic’s job from him when Vic had moved to Canada. Vic had told Jacob that when he came to Canada and got his licence to drive a truck, Vic would do his best to get him some work.
L
A couple of months after his arrival, Jacob earned his AZ licence in Ontario and contacted Vic about getting him a job.
Illustration by Glenn McEvoy
V
ic agrees to drive his cousin to see Bud and offers to let him use his truck to show Bud what he can do. They drive to Bud’s yard and Vic introduces his cousin to his future dispatcher and employer.
With just a few questions, Bud finds out that Jacob has been driving trucks in Africa ever since Vic came to Canada. “Well, he’s got plenty of experience,” Bud says. “Let’s see if he’s any good.” While the two men walk over to Vic’s truck to do a circle check and test Jacob’s driving skills, Vic grabs a coffee from a nearby Timmies. When he returns Vic watches as Bud and Jacob continue doing a circle check on Vic’s truck.
bout 20 minutes later, Jacob walks across the yard without ever getting into the truck or driving it anywhere. As Jacob nears, Vic is able to see that he is down with a sad and dejected look on his face. Vic thinks, this can’t be good.
“What happened?”
A
“He said... ‘How can you tell if the lights are working if they’re not even switched on?’ ” ic realizes in an instant that Jacob, even though he had an Ontario driver’s licence, was not prepared at all to drive a truck in Ontario.
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The proof in the planning Carmen Transportation finds success in the minute details of delivery TORONTO, ONTARIO When it comes to trucking, the proof is in the planning, according to the executives and managers at Carmen Transportation. Carmen Transportation is based in Toronto, Ont., and has been fully family owned and operated since 1985. Today, the business is run by Vince Tarantini, son of founder Carmen. Carmen started the business with a single truck in 1985 hauling furniture locally in Toronto. “He started the business with just one five-tonne truck,” Tarantini recalls. “And then when I turned 18, he bought a used truck for me. And by the time I finished school, we had grown to more than a handful of trucks, and I decided at 22, to stick around and make a go at the business, and I’m proud to say that very first customer we had in ’85 is still our customer today.” These days, the hauler has expanded into the U.S., and transports furniture, HVAC units, power tools and other commodities you would find on your typical store shelf. It boasts just less than 100 trucks and 300 trailers. Tarantini says close to 70% of its business is cross-border freight, with the remaining 30% reserved for local and regional freight. What makes Carmen stand out from the competition, according to Tarantini, is its attention to detail, and willingness to create and execute a detailed plan for its complex deliveries. “Our greatest strength has a lot to do with our business process,” he explained. “We are very mindful of everybody involved in a move, whether you’re the driver, the technician, the office staff – we all make sure no one is overburdened and everything is pre-planned. We do a lot of planning here, because we know from experience, the more we plan, the fewer issues we can run into.”
Vince Tarantini says Carmen’s biggest strength is the ability to organize and plan efficiently and effectively. Planning was specifically important during one important move two years ago, Tarantini explained. “We had a load to Vegas, and the shipper released the load late,” he said. “They were still manufacturing the product but it had to get to Vegas for a store opening and we were already behind. The customer asked if we could deliver the load by team. But, we don’t run teams. And we weren’t going to compromise on legalities and have any drivers go over their hours-of-service. So, we decided to set up a team of drivers to do relays. It took an hour of planning and three drivers to execute the plan. In the end, the trailer never stopped moving, and all the trucks had legal miles – it only took some planning to figure out.” Because of this commitment to safety and compliance, Tarantini said Carmen is very particular in who it hires. In fact, he admitted the hiring process at Carmen is a very slow process.
“We have lots of applicants, but we are slow to hire,” he said. “Because our recruitment strategies are unique to each person.” Tarantini said there’s a validation process, a qualification process, and the orientation.
“I’d rather have someone realize this job isn’t for them during the interview stages, then after I’ve hired them on,”
“We struggle like everyone else,” Tarantini said. “And through exit interviews we found that sickness and illness was up, and that’s because the average age of our driver is 54.” Mostly though, drivers are leaving to retire, he said. For the drivers that are staying at Carmen, Tarantini said they like the job because he sticks to his word. “We always try and deliver what we say we’ll deliver,” he said. “For example, when you’re first hired, the job offer has your job description on it, and details exactly what your job will be able. It also lays out your pay package. Your pay is never just verbal. It’s always in writing in a contract they sign.” This method of hiring contributes to its biggest challenge – growing organically. “It’s very hard to grow without acquisitions,” he said. “Our methods slow us down. But we want to make sure we are hiring the right people – keeping retention up and turnover down. We set up our core values a few years back and we live by them. We aren’t interested in growing purely by numbers. It’s about finding people who share your core values, hiring them and retaining them.” Looking to the future, Tarantini says his focus is on strategic growth. “I don’t want to dilute our safety score or our claims ratio. I don’t want to compromise anything just to grow for numbers’ sake.” He said. “I just want to get better as we go.” TN
– Vince Tarantini “We do this because it leads to less turnover. I’d rather have someone realize this job isn’t for them during the interview stages, then after I’ve hired them on,” he said. This year, Carmen’s turnover rate hovered at 28%.
Sonia Straface is the associate editor of Truck News. She has been covering the Canadian trucking industry since 2014.
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© 2018 MNA(C)I. All rights reserved. (C15898)
70 Truck News • October 2018
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