Issuu

Eastern Canada’s Trucking Newspaper Since 1981

April 2019

Delivering daily news at trucknews.com

Volume 39, Issue 3

Page 17

Pages 19

Page 43-44

Page 50

Schools and fleets discuss their thoughts on training standards in Ontario.

Omnitracs provides an update on the Canadian electronic logging device (ELD) mandate.

Leading fleets share tips on how and why they measure driver performance.

Electrifying the fleet is the latest trend, but it’s not simple or inexpensive.

Training talk

ELD update

Measuring performance

Convoy organizer surprised by level of support

Power up

RET ADVERTAIL ISING P AGES 51 -

By Derek Clouthier RED DEER, ALBERTA Glen Carritt never expected United We Roll! Convoy For Canada to get the warm reception it did across the country. Carritt, who organized the convoy that departed Red Deer, Alta., Feb. 14 and arrived on Parliament Hill in Ottawa, Ont., Feb. 19 to show support for Canada’s oil and gas industry, said the plan was simple and straightforward. “When we first set out, the goal was to get to Ottawa and Parliament Hill, make some noise, and have the rally,” said Carritt. “And then all of a sudden there were people meeting us. And I thought once we got into Ontario this was going to fizzle… the closer we got to Ottawa, there was no way we were going to get this kind of support.” Carritt, a councilor for the town of Innisfail, Alta., and a small business owner, admitted he had reservations about how Ontarians would react to the pro-pipeline convoy. “I’m not going to lie to you, I am a typical westerner who thought Continued on page 14

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Freightliner’s new Cascadia spec’d with Detroit Assurance 5.0 is the world’s most technologically advanced truck.

Driving the first Level 2 autonomous new Cascadia Level 2 autonomy supports – but doesn’t replace – the driver By James Menzies WEST PALM BEACH, FLORIDA Driving what will be the world’s first production series Class 8 truck with SAE Level 2 autonomous driving capabilities is a vastly different experience, at first filled with apprehension and mild disbelief, followed by appreciation. Freightliner’s new Cascadia spec’d with Detroit Assurance 5.0 is the world’s most technologically advanced truck. SAE Level 2 autonomy can be loosely defined as “hands off the wheel/eyes on the road” driving under certain circumstances. The truck can control both the pedals and the steering wheel, much like Tesla’s autopilot passenger cars do today, but the driver is ultimately still in control. And removing your hands from the wheel of the semi-autonomous new Cascadia for 15 seconds or so will result in an audible and visual warning. Refusing to acknowledge the warnings will see the steering functionality shut down, though lane keeping assist will remain in effect to prevent the truck from completely deviating from its lane. This, in a nutshell, is the most advanced level of driver assistance available in the heavy truck space, but it’s by no means meant to replace the driver. As I found during a test drive in Florida in mid-February, the driver must

always remain alert and ready to take over full control of the truck, though the technological support was certainly appreciated. The brains of the Level 2 autonomy in the new Cascadia is Detroit Assurance 5.0, the latest version of the company’s proprietary collision mitigation system, which now goes far beyond collision mitigation. It has evolved significantly since the first version was released in 2014 and has become much more widely embraced by customers, with 75% of buyers now spec’ing Detroit Assurance, up from 29% when first launched. What’s new with Detroit Assurance 5.0 The biggest development with Detroit Assurance 5.0 was the fusion of camera technology with the previous radar only-based system. This opens up a whole range of new capabilities, one of the most interesting of which is full braking for moving pedestrians. The camera looks for the telltale hip movements associated with a walking pedestrian and can apply the brakes fully to prevent or mitigate impact. Fun fact: The system doesn’t even look for the swinging arm movement that would easily identify a walking human, because engineers realized a person walking into the path of a semi truck could very well have both hands (and eyes) affixed to a cellphone. This is what it’s come to, folks. Continued on page 24

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ISSN 0712-2683 (Print) ISSN 1923-3523 (Online)

Contents

Lou Smyrlis Director Business Development 416-510-6881 lou@newcom.ca Kathy Koras Associate Publisher 416-510-6892 kathy@newcom.ca A. (Tony) Hohenadel Publisher - truckandtrailer.ca 416-614-5800 tony@newcom.ca Dan Robinson Director Digital Marketing 416-510-5123 dan@newcom.ca EDITORIAL James Menzies Editor 416-510-6896 james@newcom.ca

Sonia Straface Associate Editor 416-510-6890 sonia@newcom.ca Derek Clouthier Truck News – West Editor 403-969-1506 derek@newcom.ca DESIGN AND PRODUCTION Michael Chimienti, Beverley Richards, Carolyn Brimer, Tim Norton

24 45

Al Goodhall – Opinion

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ACCOUNT MANAGERS Anthony Buttino National Accounts Manager 514-292-2297 anthonyb@newcom.ca

Al writes that even though trucking is reliant on fossil fuels, it must do more to minimize its impact on the environment.

Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca

Scott Taylor – Tax Talk

Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca

Understanding when you can – and can’t – use your personal vehicle as a business tool.

Angela Splinter – Human Factors

Feature Stories

Angela provides five tips for retaining your best people.

Driver Performance

International Trade

A look at how leading carriers are measuring – and rewarding – driver performance. 43-44

Power Up As interest in electric trucks continues to rise, the attention now shifts to charging infrastructure requirements. 50

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

The first Level 2 autonomous truck is here, but it’s not going to steal your job.

Tips on how to manage your cholesterol and differentiate between the good and bad types.

Editorial

There are new rules for livestock haulers, the hope for harmonization in Canada’s ELD regulations, and the top U.S. traffic bottlenecks are named.

Brachial plexus injuries can be a real pain in the neck, and a common concern among truck drivers.

24-33

Equipment

A new report outlines charging requirements for electric trucks, we report from World of Concrete, and a Canadian dealer is named Kenworth’s best in North America.

35-38

Fleet News

TFI International makes two acquisitions and posts strong financial results, Kriska adds an Icon, and Highlight staff give to Sick Kids.

The Last Word

Karen Bowen – Health

10-23 Business

Lafarge Canada keeps safety top of mind in its everyday activities.

Truck News is published monthly by

Newcom Media Inc.

Canada-U.S. trade is likely to get worse, before it gets better, according to panelists at a Work Truck Show seminar.

Dr. Chris Singh – Health

In Every Issue

Research

A University of Waterloo study has found that adjusting traffic signals in bad weather can reduce delays by 20%.

Marketplace ............51-56 Mail ............................. 58

Guest Column

Ad Index ....................... 59

Canadian Trucking Alliance head Stephen Laskowski writes the Humboldt tragedy was no accident.

Announcements .......... 59 Products ...................... 60 Mark Dalton ................. 61

April 2019 • Truck News – East 5

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Inside Inside the the Numbers Numbers with with Lou Lou Smyrlis Smyrlis

Inside outsourcing What shippers look for in an outsourcing relationship Canadian shippers are increasingly looking to outsource key supply chain functions for a variety of reasons but cost reduction is by far the primary driver. Sixty one percent of shippers responding to our annual Outsourcing Survey told us they are outsourcing at least some of their supply chain functions, transportation topping the list. Another 22% told us they are considering outsourcing in the future. Almost 4 in 10 reported service improvements through outsourcing while a quarter have been able to reduce their supply chain costs. HOW OUTSOURCING HAS IMPROVED LOGISTICS OPERATIONS

MAJOR SUPPLY CHAIN CHALLENGES

45%

of respondents

Overall inventories declined

Average order cycle length shortened

Logistics assets have declined

of respondents

24%

Follow Lou on Twitter @LouSmyrlis.

12%

Enhance customer service

Improve supply chain execution

Need to keep up with logistics software technology

Need to improve supply chain management information

Need to improve supply chain management scope

38%

Logistics costs declined

Service has improved

TOP FIVE SERVICES OUTSOURCED WITHIN THE NEXT FIVE YEARS Reduce costs

60%

of respondents

Outbound transportation

MAIN SERVICES CURRENTLY OUTSOURCED

38%

OUTSOURCING STRATEGIES

Inbound transportation

Outbound transportation

68%

of respondents

Outsource some or all logistics functions and will continue to do so

37%

Inbound transportation

61%

Outsource some or all logistics functions and will continue to do so

Customs brokerage

34%

Customs brokerage

59%

Have outsourced in past but no plans to outsource in future

Customs clearance

51%

Have outsourced in past and considering do so again

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Freight Forwarding

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Have never outsourced and no immediate plans to do so

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64 Truck • April Truck News News –•East April 2019 2019

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Editorial

The self-driving trucks aren’t coming to take your job I recently had the opportunity to test drive the first SAE Level 2 autonomous Class 8 truck, as detailed in this month’s cover story. It was quite the experience, and left a few lasting impressions I’ll outline here. The technology in the new Cascadia with fullout Detroit Assurance 5.0 is astounding. It can identify a walking pedestrian and apply the brakes. It can detect when the trailer is going to strike an object, such as a car or light pole. It can steer the truck within its lane when lane markings are present. It can change its speed with the flow of traffic, right down to zero miles per hour. It can even apply high or low beams, depending on traffic, and turn on the windshield wipers upon the first drops of rain. These are some of the most advanced technologies that can be found anywhere in the automotive world, and they’re available now in an on-highway tractor. But what this truck can’t do, and isn’t intended to do, is replace the driver. A case in point: our convoy of four tractor-trailers missed the on-ramp to the highway. We had to make a decision as to how to get back on route and then make a tight u-turn while trying to minimize our disruption to traffic. The truck can’t and won’t do that. It also won’t make the decision as to how to best deal with the many challenges that pop up every single day in a driver’s life. There are limitations to the technology, and always will be, which is why I’m in the camp that doesn’t think truly driverless trucks will be on our roads anytime soon. Maybe not ever. Or if so, in very limited applications.

become washed out, as was the case on certain stretches of our route in Florida. The system is there to support the driver, and I appreciated the support very much, but it’s not there to replace the driver. That’s why it will squawk at you if you take your hands off the wheel for about 15 seconds or more. Detroit Assurance 5.0 also takes the next step forward from collision mitigation system to driver lifestyle improvement system. It’s not going to replace drivers, but it just may attract more to the industry. Tech-savvy youth will love all the technologies packed into this new truck. Driving this truck, which in certain situations could effectively drive itself, was fun. Automation takes over some of the more mundane aspects of driving a truck, such as crawling along in stop-and-go traffic. But an attentive driver must always be in control, and that, in my opinion, is as it should be. TN

The driver still needs to be chief decision maker and be there to take over the controls when necessary. The Daimler system needs clearly visible lane markings to steer within its lane. That means the system shuts off when traveling through an intersection, a construction zone, when snow obstructs the camera’s view of the markings, or on highways where the white markings have

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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April 2019 • Truck News – East 7

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Business

A good year ahead, but economic yellow lights are flashing WASHINGTON, D.C. It’s shaping up to be a “good strong year” for trucking, according to Avery Vise, vice-president of trucking for FTR, who spoke during a State of Freight webinar on Feb. 14. “Overall, our outlook for 2019, is mild growth through the year,” Vise said. “Year-over-year growth won’t be as strong as 2017 and 2018…but it will still be a good, strong year. Just not a crazy one, like we’ve seen for the past 18 months.” Vise added the Shippers Conditions Index is in its most positive territory in more than two years. “December was a month in which everyone was happy – shippers and carriers,” he said. FTR predicted trucking conditions to moderate this year. Vise said that the degree in which carriers can get drivers will be the “biggest question mark” in how the year will play out in terms of rates. “The issue on everyone’s mind now is rates,” he said. “Overall, our forecast is that rates will be close to flat, yearover-year in 2019. Spot rates will likely be down sharply, as much as 7%, and contract rates – we’re looking at them being up 1-2%.” Overall, Vise said the economy is doing well, considering manufacturing and consumer spending is still strong. The economy’s biggest weakness is housing, as sales are down year-over-year, and U.S. housing prices remain soft. But ACT Research reports that yellow lights continue to burn for the U.S. economy and the North American commercial vehicle industry. “While the outlook has less of an orange tinge, sufficient caution flags remain to keep the yellow light burning regarding the near- to mid-term economic outlook,” said Kenny Vieth, ACT’s president and senior analyst. “While we’ve seen improvement in petroleum prices, equity valuations, and a monetary policy pause, we remain cautious regarding indicators like a flat yield curve, quantitative tightening, potential fallout from tariffs and trade wars, as well as the global economic slowdown.” As far as the heavy vehicle industry is concerned, Vieth said: “ACT’s Tractor Dashboard posted a third consecutive negative five reading in December, suggesting demand will increasingly come under pressure in the first half of 2019.” Orders for new trailers weakened at the end of 2018, but ACT Research says this doesn’t reflect softening demand. A hot streak for trailers that began in the fall of 2017 came to an end in December 2018, when orders were down 39% from November. But industry analyst ACT Research notes this has to be taken in the context of an historically high backlog.

“At this point, we don’t see softening demand for trailers as the driver of the recent downtick in orders. We’ve heard multiple comments regarding OEMs’ unwillingness to accept additional orders,” said Frank Maly, director, commercial vehicle transportation analysis and research at ACT Research. “Their concern is the uncertainty regarding material and component pricing for the longer term, which makes trailer pricing decisions difficult. Additional production is being limited by ‘availables,’ meaning available capacity, available labor, and available components and materials.”

Freight volumes in both the U.S. and Canada remained strong to start the year. TransCore Link Logistics’ Canadian spot market recorded a robust start to 2019, improving upon a noticeable decline in freight market activity in the last quarter of 2018. The return of available workers, post-holidays, was a contributor to the increased capacity and load availability in January. The end to the U.S. government shutdown may have served as another factor in the increased cross-border freight activity. Weekly load postings in January increased

10% following the end of the shutdown compared to the week prior, and an increased number of available border agents may have allowed additional cross-border freight to be moved more quickly and efficiently. Month-over-month, January’s load volumes were up 31%, but down 43% year-over-year from January 2018’s historical high. The American Trucking Associations’ for-hire truck tonnage index increased 2.3% in January after falling 1% in December. “After monthly declines in both November and December, tonnage snapped back in January,” said ATA chief economist Bob Costello. “I was very pleased to see this rebound. But we should expect some moderation in tonnage this year as most of the key sectors that generate truck freight tonnage are expected to decelerate.” TN

April 2019 • Truck News – East 9

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Business

CTA, OTA push for more immigration But Teamsters pushes back OTTAWA, ONTARIO The Canadian Trucking Alliance (CTA) continues its push for a trucking-focused immigration program to help offset a shortage of truck drivers. Speaking before the House of Commons Standing Committee on Industry, Science and Technology, CTA president Stephen Laskowski included the call among requests to crack down on truck drivers misclassified as independent contractors, modernize cross-border processing systems, and use future carbon tax revenue to promote the purchase of green vehicle technology.

Canada’s largest trucking association says the misclassification of drivers – under a business model that has come to be known as Driver Inc. – costs the national economy more than $1 billion a year in unpaid deductions. The goal of a trucking-focused immigration initiative, meanwhile, would be to allow pre-qualified companies to recruit foreign truck drivers more quickly and with a lower administrative burden. “The trucking industry is suffering from an all-year acute driver shortage which is expected to reach a supply deficit of nearly 34,000 truck drivers by 2024,” the alliance

says in its submission. But Canada recruits a mere 1,500 truck drivers through the Temporary Foreign Worker Program in any given year. “In absolute terms, this number is quite small and represents under 0.5% of the total truck driver population in Canada,” it adds. “With tens of thousands of drivers expected to retire over the next decade, this is but a drop in the bucket. The simple truth is the trucking industry is nearing a crisis point when it comes to meeting the demands for labor in our sector. When this point is reached, it will no longer be just a trucking issue – but an issue for the entire economy.”

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The alliance also asked for Employment and Social Development Canada to review the funding model for occupations like truck drivers, so small trucking-related businesses can access the training dollars enjoyed in other sectors. Teamsters Canada, however, is pushing back against increased immigration. It slammed the Ontario Trucking Association’s (OTA) recent bid to bring in foreign workers to help address a driver shortage – stressing instead that the focus should be on improving wages and working conditions to make the job more attractive. “Trucking companies can’t move overseas, so they’re trying to bring cheap labor to Canada. This is nothing short of an attack on Canadian workers and the middle class,” said Francois Laporte, president of the union that represents 15,000 tractor-trailer drivers in Canada. It has 125,000 members overall, and 1.4 million members across North America. In provincial pre-budget consultations, the OTA called for access to the provincial nominee program, which could then be used to recruit qualified truck drivers from other countries.

“Trucking companies can’t move overseas, so they’re trying to bring cheap labor to Canada. This is nothing short of an attack on Canadian workers and the middle class.” – Francois Laporte, Teamsters The union says Ontario driver wages have remained stagnant for close to 35 years, citing a 2013 Conference Board of Canada report that found 87% of the for-hire trucking industry’s productivity gains have since 1986 been passed on to customers in the form of lower prices. It adds the problem began with the trucking industry’s deregulation in the 1980s. There is no reference to recent pay increases that have been introduced in the face of supply constraints. “These businesses chipped away at working conditions and profit margins in the industry by offering ridiculously fast delivery standards at unfairly low prices. The entire industry was forced to adjust; unreasonable delivery schedules, low wages, and long hours became the norm for truckers,” Teamsters Canada says. The union also calls on the province to recognize trucking as a skilled trade to ensure prospective drivers have access to grants and other subsidies. TN

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Understanding personal conveyance is clear as mud By Derek Clouthier DALLAS, TEXAS Back to the Omnitracs Outlook User Conference by popular demand, Joe DeLorenzo was on hand to clear up a few regulatory issues, specifically when it comes to personal conveyance time for drivers. DeLorenzo, director of the office of enforcement and compliance for the Federal Motor Carrier Safety Administration (FMCSA), stressed that interstate commerce does not only include the time it takes to drop off a load, but also the trip back to where it originated. “An interstate trip always has to have a beginning and an end,” said DeLorenzo, attempting to clarify apparent confusion from some attendees about what constitutes on-duty time for drivers. DeLorenzo said because a delivery must include the return trip, it would include if a driver is dispatched from their home. In other words, if a driver is dispatched from their place of residence, travels to the terminal to pick up a load, after they have dropped off the load at its

destination, the trip home would be on-duty time. However, if an operator drives to work and is then dispatched from the terminal, at the end of the day, their trip home would fall under personal conveyance. Questioned on why a driver’s journey from their place of residence to pick up a load from a terminal is considered on-duty, DeLorenzo said, “Far be it from me to give you a way out of things, but why would you tell them?” referring to why a driver would be dispatched from their place of residence to pick up a load from their workplace. “I’m not sure I’d want to split those hairs… don’t think about it too hard.” DeLorenzo also brought to light a scenario with owner-operators where they can place themselves offduty and are able to drive their truck with no cap on time or distance. “It doesn’t mean it’s smart,” DeLorenzo said, adding that it is difficult from a regulatory perspective, because in this situation, it is just like the owner-operator is driving their personal vehicle. Another issue that creates confusion when it comes to personal con-

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veyance is when drivers commute to an off-site location for work. If drivers travel to a remote location, work for any given period of time, then have time off and decide to return home during that time, the trip home is considered off-duty.

tions that require further explaining, they should make annotations in their ELD to make sure commercial vehicle enforcement officers are made aware. If an ELD is malfunctioning in any way, drivers should immediately make the switch to a paper log for backup. Issues with 2020 model trucks and connecting ELDs was also brought to light during the question and answer session. Tom Cuthbertson, vice-president of regulatory compliance with Omnitracs, said the matter is a result of a malfunction in the ELD’s ability to read total engine hours. Cuthbertson said his company is working on a way to grab the data in a different way, admitting that something was indeed wrong, but testing is underway and progress is being made. DeLorenzo said a similar issue occurred in 2019 Volvo trucks. In any situation like this, drivers must be able to properly demonstrate what is happening, as there is a technical definition of “malfunction” in the U.S. ELD regulation. TN

“An interstate trip always has to have a beginning and an end.” – Joe DeLorenzo, FMCSA Yard moves are also an area where drivers need to ensure they are not racking up unidentified miles. Furthermore, if a driver is moving a truck within the yard, it is not legally tallied as driving time. Those performing yard moves must use the “yard move” category on their electronic logging device (ELD) to avoid adding miles. Yard moves do, however, count toward on-duty time. DeLorenzo said whenever drivers are faced with unique situa-

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Across 1 5 8 9 10 13 15 17 21 22 23 24

Grassy highway dividers Driver pairs Engine preheater, cold ____ assist Pneumatic suspension, in other words (3,4) Winter gear on BC’s The Coq (4,6) Truck frame design, usually Owner of truckmaker Hino International Harvester rig, slangily (4,6) Bracebridge carrier bought by Titanium Long term truck rental Independent O/O, informally Certain tractor axles

Down 1 2 3 4 5 6 7 11 12 14 16 18 19 20

Urgent used truck ad words (4,4) 1911-1966 Chicago-made truck (7,1) Above-cab van area Container chassis load, slangily (3,3) Home of 407 toll route Fixer-upper truck ad words (2,2) Bumper, deck or tank type Ultra-aggressive driving behavior (4,4) Common or bonded entities Fuel ____, trip cost factor Hwy. 401 access lane Wastes fuel, in a way Vehicle-related urban haze Full sticker price, briefly (1,1,1,1)

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April 2019 • Truck News – East 11

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Alberta to get three new rest areas By Derek Clouthier EDMONTON, ALBERTA The Alberta Motor Transport Association’s (AMTA) advocacy efforts continue to pay off, with the government’s announcement of three new rest stops to be constructed in the province. Alberta’s Minister of Transportation, Brian Mason, passed along the message during the association’s grand opening of its new state-ofthe-art facility at the Edmonton International Airport March 6. Two of the rest stops will be built along the Yellowhead Highway west of Hwy. 43, both for eastbound and westbound traffic. The other will be along Hwy. 2 at Wolf Creek, just north of Lacombe. The province is also supporting a private sector rest stop near Bowden on Hwy. 2. Mason said the rest stops will be fully equipped, with washroom facilities, food, and an ample number of stalls for truck parking. “These rest stops will offer plenty of opportunity for commercial expansion, including gas stations, restaurants, and facilities,” said Mason. “They will be safe places for truckers to pull off the highway and get some rest.” Construction of the rest stops is expected to create 89 jobs, with building costs around $20 million. “Safe highways are the number one priority for our government,” said Mason. “Rest stops allow our commercial carriers to rest so they are not fatigued behind the wheel. They’re also a good place for all of us to pull over and stretch our legs before getting back on the road.” AMTA president Chris Nash said the announcement of three new rest areas was “a good step, but there are still more needed.” Mason commended the AMTA for its efforts to push for more rest stops in the province, which is a nationwide issue, particularly with the electronic logging device (ELD) mandate looming. He also said the association played a major role advocating for a mandatory entry-level driver training program, which took effect March 1, super singles, and other safety requirements for the industry. “The partnership that we have developed has been very beneficial to the safety of our roads and to the economy of our province,” said Mason of the AMTA. “The AMTA has taken a lead role in safety initiatives all across the province.”

Building tour In addition to the minister’s announcement, the AMTA invited media to tour its new Edmonton facility. Equipped with a five-acre training track, two simulators, classroom space, a truck bay, and 6,000 sq.-ft.

Chris Nash of space available for lease, the building is a major step up from its former location. The building was constructed to LEED Silver standards, meaning it utilizes environmentally-friendly components like solar reflectance, electric vehicle charging stations, and a green roof, saving energy, water, and resources. Nash said the training track can be used for a multitude of reasons by a variety of stakeholders, including AMTA-led training, carrier training, a combination of both, or training that was developed on-site and used at another location. “It’s anything and everything,” said Nash. “One of our goals is that we want training to be consistent.

That’s probably the biggest message we want to put out.” Nash said many carriers tailor their training to suit their individual needs, and if a driver leaves one company for another, drivers can be put back into the training cycle because of a lack of consistent training methods. “The inconsistency is out there and it will only be beat by training that we can bring everyone together and agree on, and this is a great nucleus for that,” said Nash. Nash said the AMTA is eyeing future expansion of its training track, and funding efforts are in place to make that a reality. With the space they have now, training is restricted to slow maneu-

vers, whereas if they are able to expand the track, training can include such things as emergency vehicle and smart city area testing. The AMTA’s new facility is also the third component of the Alberta Aerospace and Technology Centre, which is based on the driving and flying simulators located on the site. “You’ve got air, ground, and they now consider CP Rail to be close enough that we have all modes of transportation built out of this,” said Nash, “so it’s exciting to see all modes here, and a functional nucleus to become a resource to be able to try new things.” Nash said testing done at their new facility provides a safe location to try out new technologies, such as platooning, automation, and driver assist, where there is no impact on the public. He also said it’s important to have drivers understand these new technologies. “Drivers who have been driving an older truck that doesn’t have it, it’s a transition,” he said. “Being able to bring that to the forefront and educate in a controlled environment or to build training for people to be safer and competent on the road, that’s was this facility is all about.” TN

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Pro-pipeline convoy goes the distance Continued from page 1

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United We Roll! Convoy For Canada departs Red Deer Feb. 14. Ontario didn’t like the west and the energy business,” he said. “But I’m not afraid to admit that I was wrong …and I was wrong. Ontario loves Western Canada and we want to be united.” Carritt said this is the main message he believes the convoy was all about – uniting those in Canada who feel there should be more support for the country’s energy sector. During the convoy’s departure in Red Deer, Carritt pointed out that Canada already has in place some of the most stringent safety and environmental policies for its oil and gas industry. He also said Canada has one of the lowest carbon footprints in the world. Despite this, Carritt says the Trudeau government looks to countries that do not impose the same standards for much of our energy needs to the tune of $50 million a day. “We need our pipelines to get to tidewater and to the rest of Canada,” Carritt said, reiterating this same message to the throngs of media outlets that attended the departure from Red Deer. The convoy made stops in Regina, Sask., Dryden, Ont., Sault Ste. Marie, Ont., and in Arnprior, Ont., just outside Ottawa where it staged prior to rolling onto Parliament Hill. In Sault Ste. Marie, the convoy was met with hundreds of supporters and a barbecue. Then in Arnprior, Carritt said there were about 20 trucks waiting for their arrival. “That was beyond the realm of what I thought was going to happen,” he said, adding the fire truck that was part of the convoy garnered around 20,000 signatures during the journey. In Ottawa, Carritt said everyone included in the rally was respectful, including an anti-pipeline group that was on Parliament Hill as well. The convoy was not without controversy, however. During the course of its trip, a pair of voices did bring up concerns with how money raised through a GoFundMe campaign was being distributed to convoy participants. One such voice was Peggy-Lee Glenn, who posted on Facebook that they needed to set up an emergency fund because Carritt “has not accounted for the money, won’t

answer questions and did not plan to get these members back home.” She also posted: “Let’s put the pressure on Glen Carritt before he gets back home with the money and leaves everyone stranded.” Carritt, however, said this could not be further from the truth, and a small group – two people to be exact – was essentially looking to sabotage the success of the United We Roll! Convoy For Canada. “The people who created the havoc wanted to leave the convoy, and I paid their receipts out of my own pocket, because GoFundMe money doesn’t come quickly,” said Carritt. “It goes into an account and you can only take $1,000 or $2,000 a day out of it, and I was spending $6,000 a day on hotels.” Carritt said during the course of the convoy to and from Ottawa, he spent approximately $80,000 of his own money to help participants out with hotels, fuel, and food. He also said there was around $30,000 in the GoFundMe account when the convoy departed Red Deer, which quickly swelled to near $140,000 once they were on the road. “It was going strong,” Carritt said of the fundraising. “We were getting about a $1,000 an hour because people don’t donate unless they see it as a success. Then as soon as that controversy arose, it came to a screaming halt.” Carritt said the media coverage of the convoy took a negative turn because of what he called the voices of very few. “How nice of the media to look at everything we did,” he said. “I’ve got a $750,000 fire truck sitting on Parliament Hill and I’m going to run away with $100,000? Give your head a shake.” As it stands right now, a bookkeeper is going through all the receipts from convoy participants, and Carritt said each will be paid as evenly as he can. “Everybody will be paid the best we can,” he said. “I’ll end up with a shortfall, because people didn’t realize it was a lot more expensive and I had to take out of my own pocket.” Despite some hiccups along the way, Carritt said the convoy accomplished what it set out to do, and the experience was a positive one. TN

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Making the case for millennials TORONTO, ONTARIO Millennials get a bad rap. They’re labeled as lazy, entitled narcissists who are always on their smartphones. But if you want to hire millennials into your business – and you should – you better forget about those stereotypes. That was the message from David Coletto, the CEO of Abacus Data, a market research firm, at the fifth annual Women with Drive Leadership Summit hosted by Trucking HR Canada. “Millennials are the most ethnically diverse, most entrepreneurial, most tech-savvy, and the most educated generation ever,” he said. “And it’s the biggest generation. In Canada there are 9.5 million millennials today.” One common misconception about millennials, who are defined as those born between 1980-2000, is that they want to get hired and promoted immediately, they want to be paid a high salary without putting in their dues, and they care about nothing but their image. This is untrue, Coletto said. In fact, he said this is a stereotype that’s been perpetuated for years. “With every new generation, the expectation is so high for the

group,” he said. “The most important thing we have to keep in mind is, millennials, women in particular, want the same things out of life and jobs that gen Xers and baby boomers want. They want job security. They want opportunity. The want to feel like they’re making an impact. And we forget that gen Xers and baby boomers want this same thing, but the path (millennials) take to achieve those goals may be different.” The first step to building relationships with millennials and welcoming them into your company is to leave those biases at the door, Coletto said. He added that sure, there may be some millennials who fit the stereotype, but to color an entire generation with negative attributes is not only unfair, but unproductive in solving the shortage of workers in the trucking industry. “Every older generation has been described in the exact same negative way by the generations before them,” he reminded the audience. “In the ’70s the boomers were described as living in the ‘me’ decade. After that, the gen Xers were described as lost and rebelling against traditions.” Instead of judging the millennial

David Coletto generation, Coletto said, business owners and managers should be focused on how millennials view the trucking industry. Because after all, that’s who needs to step into the roles we need filled. Coletto’s company together with Trucking HR Canada conducted a national survey of Canadian millennials, and found that in answering the question: is trucking millennial-friendly?, overall it’s a mixed bag. When it comes to pay, fulfillment, technology innovation, life-

style, and environmentally friendly, trucking scored low when compared to its closest industries, like construction. On the image side, Coletto said most millennials believe there are lots of jobs in trucking, and they perceive those jobs to be well-paid. On the flip side, they also believe that trucking is too male-dominated, that truck drivers aren’t respected by others, and that those drivers don’t have a healthy work/ life balance. “That’s what this industry needs to overcome,” he said, adding that based on his research, trucking should target specific subsets of millennials. “Recruiting the next generation of employees is challenging, but there is a group out there who are considering it,” he said. “High school graduates, older millennials looking for a career change, and those who want to work with their hands.” Overall, he said, trucking needs to change its current approach if it wants to succeed in attracting millennials. “Ultimately, the industry has to change,” he said. “The way you’ve done things for 20 years is not going to work…There is a lot of opportunity to recruit this generation, and know that there is a generation out there that is not completely closed.” TN

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Several factors disrupting the future of the transportation industry By Derek Clouthier DALLAS, TEXAS Numerous societal trends are changing the direction the trucking industry must steer into the future, including urban congestion, an aging population, and the impact of evolving technologies. Susan Beardslee, principle analyst for ABI Research, highlighted where she sees the industry going in the coming years during the Omnitracs Outlook User Conference in Dallas Feb. 25, saying there is no single or “go it alone” approach that will work, and strategic partnerships will be essential. Some of the influencers driving this change include recent moves by logistics and supply chain leaders. Beardslee pointed to efforts by companies like Amazon, which will create a million square foot fulfillment, transportation, and supply chain center in Nashville, Tenn., and same-day delivery startup Deliv that garnered $40 million in funding, including from Google and Enterprise Holdings, as examples. Government regulations are also impacting the industry. The Federal Motor Carrier Safety

Administration’s (FMCSA) Dec. 16 deadline for the use of electronic logging devices (ELDs) and its subsequent drug and alcohol clearinghouse policy anticipated in January are two areas Beardslee said will force the industry to change. A Federal Aviation Administration bill is also expected to permit dronebased deliveries in the U.S. An aging and diminishing pool of qualified drivers has long been distressing the industry, a trend that is anticipated to persist for some time. To combat the shortage, Beardslee said companies have made many efforts, but with few results. “Even higher wages have had limited impact,” she said, underscoring Walmart’s increase in driver pay to US$87,500 annually for those with a three-year accident-free history. Other efforts include a pilot program for 18- to 20-year-old veterans and Uber’s new division, Powerloop, which offers $25 per day trailers-as-a-service in an attempt to reduce detention time. Beardslee said some companies are turning their attention to rail for their shipment needs in the wake of the driver shortage. Electric, battery

electric, and hybrid vehicles re another way the industry in changing for the future. Though Beardslee said these alternative vehicle options are not yet suited for long-haul applications due to range issues, they do fit into other markets. University campuses, municipal buses, lastmile deliveries, and refuse applications are areas Beardslee sees the technology thriving. She claimed that in extreme cold weather conditions, electric vehicles can experience up to a 40% drop in efficiency. Automation also continues to progress. With companies like Isuzu Motors releasing the NVIDIA Drive AGX, and Waymo, Starsky Robotics, and TuSimple all testing driverless trucks, Beardslee believes this technology is a driving force for change in the industry. “There is certainly a lot of testing going on,” she said, adding that autonomous commercial trucks will not eliminate the driver, but rather change their role as it is performed today. Blockchain is another major factor altering the landscape of the trucking industry.

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With companies like Isuzu Motors releasing the NVIDIA Drive AGX, and Waymo, Starsky Robotics, and TuSimple all testing driverless trucks, Beardslee believes this technology is a driving force for change in the industry. Some areas where she does not see rapid movement in the future include platooning, single carrier shipping systems, and the number of ELD options. Beardslee said ELD providers have been dropping in numbers in the U.S. in the lead-up to the automatic on-board recording device (AOBRD) cutoff date. TN

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How carriers, schools view entry-level training

(L-R) Leanne Quail, Matt Richardson, Garth Pitzel, and Philip Fletcher.

By Sonia Straface MISSISSAUGA, ONTARIO We are officially in the post-Humboldt crash era, and now, more than ever, driver training is at the forefront of everyone’s mind in and outside of the industry. To help bridge the gap between carriers and training schools, the Truck Training Schools Association of Ontario (TTSAO) brought the two together on an informative panel at its annual conference on Feb. 28. Panelists included: Philip Fletcher, operations manager at Commercial Heavy Equipment Training (CHET); Garth Pitzel, director of safety and driver development at Bison Transport; Matt Richardson, sales and operations manager at KRTS Transportation Specialists; and Leanne Quail, operations manager at Paul Quail Transport. By and large the biggest takeaway from the panel is that both carriers and schools agreed that a strong partnership between school and fleet manager is critical. “We use Crossroads in Barrie (as our training school partner) and the biggest advantage is that they know our business well,” Quail said. “They follow up. They do a lot of the legwork for me ahead of time. They know which drivers will work for my business, and give me good entry-level drivers.” Pitzel agreed, adding he appreciates schools that allow carriers access to students before graduation. “It all comes down to forming partnerships with schools,” he said. “At Bison, we are pre-approving the driver long before they start school. And having the ability to interact with drivers while in school is helpful. We find we have a greater chance of them becoming long-term employees with us if we start interacting with them earlier on in the training process.” Richardson said in order to get high-quality drivers, carriers should be active in the schools. “Most schools will allow you to be present,” he said. “If you want to hire our graduates, be there. Talk to

the students. And make sure you’re speaking open and honestly. That means, if you’re longhaul, don’t tell them they’ll be home every night.” Fletcher said good schools know the matching process between carriers and students. “Every carrier has its own strengths,” he said. “Likewise, every graduate is unique and has their own idiosyncrasies. It’s all about matching the right driver with the right carrier.” When it comes to hard and soft skills, carriers agreed that schools should focus on the hard skills and leave the soft skills to the carrier.

“I prefer the drivers to have all the seat time they can get when they’re in school,” Quail said. “The schools only have a limited time frame to work with them, so I prefer for them to practice behind the wheel. I can teach them the soft skills on my own.” When asked if schools or carriers should use skill- or time-based training, Bison’s Pitzel said it should be competency-based. “Legally it comes down to being competency-based,” he said. “We believe that in-cab training should be 13 weeks long. And we have some at Bison that complete the program in 10 and some in 18, but it all comes down to competency. We don’t move them along until they master the task at hand. Plain and simple.” And finally, when it comes down to simulators versus real-time, in-cab training, schools and carriers agreed both are necessary. “I put students in the simulator to relieve anxiety,” Pitzel said. “I use it to build up their confidence and skill set without them being nervous.” He added: “The simulator is a great tool to assist in the development of a professional driver. The thing about the simulator is I can put 2,000 drivers through a course in three months, and I could not do that with an in-cab instructor. Right now, at Bison I have 67 in-cab instructors. I need 167. We need more trainers, so for now we need the simulators.” TN

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Rosedale driver trainer named Instructor of the Year MISSISSAUGA, ONTARIO Joe Teixeira has been named the firstever Truck Training Schools Association of Ontario (TTSAO) Instructor of the Year. The award was put into place this year to recognize the best truck driving instructor in the province. It was open to any school and carrier, who is a member of TTSAO in Ontario. The award was presented at this year’s TTSAO conference on Feb 28. Teixeira has been an instructor with The Rosedale Group for 10 years, and according to his employers, he is the best in the business. “Joe has many years in the industry and he was nominated because of his patience, his ability to train and teach drivers and turn them into professionals,” Rosana Preston, director of human resources for Rosedale said. “His patience is legendary. He is able to upgrade many employees. there’s so many reason swhy he’s so deserving for this award.” Brain Topping, director of safety for Rosedale, added: “I couldn’t find a better person to receive the award.” TN

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DTNA recorded record sales in 2018 WEST PALM BEACH, FLORIDA Accident-free driving and 100% uptime are the lofty goals of Daimler Trucks North America (DTNA), which is coming off its best sales year in history. The company achieved retail sales of 175,950 units in 2018, according to Richard Howard, senior vice-president, sales and marketing. He was speaking to the trade press in advance of the first on-road test drives of Freightliner’s new Cascadia with SAE Level 2 autonomous driving capability. Its market share for the year was: 48% of the U.S. Class 8 market; 45.5% of the Canadian Class 8 market; and 47.4% of the entire NAFTA Class 8 market. In the Classes 6/7 segments, DTNA commanded: 41.3% of the U.S. market; 25.4% in Canada; and 40.6% of the total NAFTA market. Howard expects to see the market to remain strong in 2019, and the company has taken steps to safeguard itself against any mass cancellations.

“Even today, we have more order intake than we can handle in 2019.” – Richard Howard, DTNA

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“In July of last year, we had a deep review of all dealer orders, reaffirming orders to ensure the orders we have are based on customer demand and not speculative orders from our dealer network,” Howard explained. “We moved to an allocation system in 2018 to ensure all dealers get a fair approach to have product allocated. We reviewed the order intake again deeply in October-November, and again reviewed the kind of validation of order intake we have for 2019.” In fact, DTNA’s cancellation rate is currently about half of its usual 3%. “We are staying close to our customers to understand their real needs,” he said. “Even today, we have more order intake than we can handle in 2019.” DTNA is already sold out for 2019. It is also seeing rising take rates of its proprietary components, with 95% of customers choosing Detroit power and 75% choosing Detroit Assurance collision mitigation. “It’s a great position to be in,” said Howard. TN

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Getting Canadian and U.S. ELD mandates to mesh By Derek Clouthier DALLAS, TEXAS The Canadian electronic logging device (ELD) mandate is fast coming down the pike, and one area where it could differ from the U.S. rule may impact carriers and device manufacturers south of the border. Providing an ELD update during the Omnitracs Outlook User Conference in Dallas Feb. 26, Canadian Trucking Alliance (CTA) senior vice-president of products Geoff Wood highlighted some updated positions his organization submitted to the government last fall. One such change is to implement thirdparty certification for ELD devices used in the Canadian market. ELDs in the U.S. are self-certified, a position the CTA recommended in its initial ELD recommendations, but has since reconsidered. Wood said the reason for the change in position is to make sure carriers and commercial vehicle enforcement officers are working with a product they know is a legit device. He also said thirdparty certification will eliminate devices that can be manipulated. “Hours-of-service (HoS) is a big deal,” Wood said. “It’s in the spotlight now after the collision in Humboldt, Saskatchewan.” Wood said the insurance sector has voiced concern over scenarios where ELD devices have been manufactured in a way that allowed fleets to manipulate the HoS data, and that they are being used as a recruitment tool. If ELDs used in Canada require third-party certification, it would mean U.S. carriers operating north of the border would need to ensure their ELD provider received appropriate certification for it to be legal in Canada. Wood added that if the third-party certification recommendation comes to fruition, it could add to the timeframe of a Canadian ELD mandate, but not significantly. The CTA is hopeful the ELD mandate will come into effect this June prior to the fall federal election. Wood underscored that the Canadian ELD mandate is intended to mirror the U.S. rule as much as possible to ensure a smooth transition. “The goal, because we have so much cross-border traffic, is to be as closely aligned to FMCSA (Federal Motor Carrier Safety Administration) as we can,” he said. “We’re not changing any of the structural HoS regulations, we’re just making them electronic.” U.S. carriers currently using an ELD and complying with Canadian laws would continue, business as usual, said Wood. Thomas Cuthbertson, vice-president of regulatory compliance with Omnitracs, said his company’s comments regarding the Canadian ELD

Geoff Wood mandate “were all about getting harmonization” between the U.S. and Canada. Cuthbertson said the more harmonization the two countries have with ELDs, the easier the transition and implementation will be.

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Slow go Despite the fact that the U.S. has had an ELD regulation in place for some time, and the mandate’s grandfather clause is about to expire this December, carriers are lagging when it comes to making the transition from automatic on-board recording devices (AOBRDs) to ELDs. Starting this December, carriers relying on the legal use of AOBRDs will need to change over to ELDs, but according to Fabian Arroyo, senior manager of technical training for Omnitracs, only around 10% have made the switch.

“The goal, because we have so much cross-border traffic, is to be as closely aligned to FMCSA as we can.” – Geoff Wood, CTA “If we haven’t scared you enough, we’re going to scare you even more…you need to start thinking about transitioning today,” Arroyo urged a room full of session attendees, most of whom had not adopted ELDs. Arroyo said depending on the size of a company’s fleet, changing to ELDs could take days, weeks, or even months to complete, and it is vital to have an immediate plan. “It’s the process and the planning that is really going to be critical to how it all turns out,” he said. “This is not hard, but it is going to take time.” The hardest part of making the adjustment to ELDs, according to Arroyo, is training drivers how to properly use the device. The same requirement to transition from ABORDs to ELDs will apply for Canadian carriers operating south of the border. TN

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More food, rest breaks coming for livestock OTTAWA, ONTARIO The federal government announced changes to the Health of Animals – Transport Regulations in an effort to improve animal safety and wellness while being transported. The amendments include those related to space requirements and overcrowding of animals, including preferred positions for particular species. They also include container and conveyance requirements when it comes to design, condition, and maintenance. Maximum time intervals for providing feed, safe water, and rest for animals have also been changed. For beef and dairy cattle, for example, the maximum number of hours for feed and water will be 36 hours,

down from the current 48. Broiler chickens laying in pens and rabbits will need to be fed every 28 hours and provided safe water every 24 hours. The current requirement for both is 36 hours. Other areas where amendments have been made to the regulation are during the transfer of care, recordkeeping, and monitoring of the animals being transported. The government estimates commercial carriers will be affected by these regulatory changes, including 470 cattle carriers, 480 that transport pigs, 135 poultry carriers, and around 84,000 livestock and poultry producers. Everyone involved in the transport

of animals will require training on the new regulations and will need to maintain records for each shipment. Benefits of the new regulations, according to the federal government, include increased compliance and alignment with regulatory requirements, consumer confidence in animal food products, and improved animal welfare and prevention of suffering during transport. The Canadian Cattlemen’s Association (CCA), however, does not agree the new rules will enhance animal welfare. The CCA pointed to research from Agriculture and Agri-Food Canada that says 99.95% of cattle on longhaul trips reach their destination in good condition.

It believes the new regulations will increase stress to cattle and their chance of injury due to requiring more loading and unloading for rest stops. The association also questions why the government announced the changes before research on the transport of animals is complete, saying data is to be collected through 2021. The CCA indicated on its website: “The government is taking a risky approach with the revised regulations that we anticipate will move industry’s good record away from, rather than closer to, 100%.” Amendments to Health of Animals – Transport Regulations will come into effect February 2020. TN

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Women in leadership roles remains low in trucking By Derek Clouthier DALLAS, TEXAS Ellen Voie, president and CEO of Women in Trucking, says the most successful businesses embrace women in high-level executive roles. Citing several studies as evidence during the Omnitracs Outlook User Conference in Dallas Feb. 25, Voie pointed to the correlation between success from a business standpoint and for the women in those leadership roles. “We need more women in leadership roles,” she said. “We need more women running these businesses.” In the U.S., 10% of top executives at trucking companies are female, while 14% of board seats are occupied by women. S&P 500 companies are doing slightly better when it comes to women in leadership roles, with 26.5% in top executive roles, 21.2% holding seats on the board, but only 4.8% being CEOs. Voie highlighted several challenges companies face when looking to bring more women into leadership positions, which are not limited to societal biases. First and foremost, Voie said many women are “power

reluctant,” where their male counterparts push harder to get what they want in the workplace. “Women often don’t want to push for more authority or responsibility,” Voie said, adding she was speaking in generalities. Voie continued, saying women typically do not negotiate for higher salaries or benefits, and shy away from celebrating their accomplishments, underselling themselves. She also said women are usually more modest than men, and are more concerned with being liked by others. Voie pointed to the genetic makeup of women versus men, saying estrogen encourages bonding and connection, while discouraging conflict and risk taking. Even the way women and men approach problem solving differs. Citing the book Why Women, Voie said men tend to approach problem solving by narrowing the field of options and focusing in on the fastest solution. Women, on the other hand, expand the field of options and explore the best solution. “Neither one is right or wrong,” said Voie. “It’s just a different approach to problem solving.”

If women are to become more successful in promoting themselves in the workplace, Voie said they need to be more positive, learn to handle criticism, savor positive moments, speak up, take credit, and accept praise. “One of the things that is frustrating is when you give someone a compliment and they downplay it,” said Voie. Altruism is also important to women when selecting a place to work. “We want to have confidence that we are making our world a better place,” said Voie. “Not that men don’t, but it’s a higher priority for women when looking for a career.” Aside from what women can do better to improve the number of women in leadership roles, Voie said societal bias around the effort remains. Studies have shown that men who speak up in the workplace among their peers are viewed more positively, whereas women are viewed in a more negative light. Voie pointed to the likeability study The Heidi-Howard Experiment from Harvard Business School. Choosing the case study of successful and outgoing entrepreneur Heidi Roizen, the same story was read by two groups, with one changing Heidi’s name to Howard. Though the groups found both the male and female characters to be equally competent, Howard came across as more appealing, and Heidi was seen as selfish and not someone they would want to work for.

“We expect women to act a certain way, but then in a leadership role, they are expected to act differently, which leads to confusion,” said Voie. The #MeToo movement also had an impact on how men and women interact in the workplace. Surveys reveal almost half of male managers are uncomfortable participating in common work activities with female colleagues, such as mentoring or even socializing. Nearly 30% of male managers are not comfortable working alone with a woman, more than twice as many as prior to the #MeToo movement. Men in senior positions are 3.5 times more likely to hesitate to having dinner with a junior-level woman than a man, and five times more likely to hesitate to traveling for work with a junior-level woman compared to a male. Voie said this trend is an unfortunate result of the #MeToo movement, and “it’s something we really need to address or at least be cognizant of.” Voie advised carriers to be open to admitting there is a problem with the number of women in leadership roles in the industry. She said companies should review how and where they are looking to attract and hire women. Placing job advertisements in appropriate locations, such as university job boards and other places women job search, can help entice more qualified women to apply for positions. As will how a job posting is worded. TN

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Business

Report lists Top 10 U.S. truck bottlenecks ATLANTA, GEORGIA Atlanta has the dubious distinction of being home to three of the 10 worst bottlenecks for trucks on American highways, the American Transportation Research Institute (ATRI) reported. The institute’s annual list identifies the intersection of I-95 and SR 4 in Fort Lee, N.J., as the worst freight bottleneck in the country. It last held that spot in 2014. The remainder of the Top 10 list includes: Atlanta: I-285 at I-85 (North); Atlanta: I-75 at I-285 (North); Los Angeles: SR 60 at SR 57; Houston: I-45 at I-69/US 59; Cincin-

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nati: I-71 at I-75; Chicago: I-290 at I-90/I-94; Nashville: I-24/I-40 at I-440 (East); Atlanta: I-20 at I-285 (West); and Los Angeles: I-710 at I-105 Year-over-year truck speeds across the 10 locations dropped by an average of 9%. The annual list assesses truck-oriented congestion at 300 locations, pulling GPS data from nearly one million heavy-duty trucks. “For UPS, if all our vehicles are delayed just five minutes a day, every day, it costs our company $114 million a year,” said Rich McArdle, president of UPS Freight. “In order to combat congestion,

many companies must plan operational redundancies to meet their customer needs.” “This report should be a wakeup call for elected leaders at all levels of government that we must act quickly to address our increasingly congested highway system,” said Chris Spear, president and CEO of the American Trucking Associations. “Without meaningful investment in our nation’s infrastructure, carriers will continue to endure billions of dollars in congestion-related costs – which results in a self-inflicted drag on our economy.” TN

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Equipment

Level 2 autonomy to hit the market Continued from page 1

Also new is adaptive cruise control (ACC) to zero miles per hour. Previously the lowest speed the ACC would take the vehicle to was 10 mph. The significance here is the driver can keep cruise control enabled in stop-and-go traffic conditions, and the truck, as long as it’s not at a standstill for more than two seconds, will creep along with the flow of traffic. It’s easy to see how this would prevent fatigue in heavy traffic situations. If the truck is completely stopped for more than two seconds, the driver need only hit the set/resume button to re-engage cruise control. Because of the addition of the camera, speed sign recognition is another new feature. The current speed limit is constantly displayed in the driver display. This is also handy, since it’s easy to miss a change in the speed limit. Other signs the camera will recognize include do not pass and no large trucks warnings. Yield, stop signs and others aren’t currently recognized – presumably for liability reasons. Today, the system is not set up to report speeding infractions back to the boss, but the capability could be exploited in the future. I think drivers will appreciate this feature until the day it begins narc’ing them out. Other new features that come standard include auto-wipers/headlamps, and intelligent high beam. These are pretty much self-explanatory. A sensor in the windshield will automatically turn on the windshield wipers when moisture is detected. This allows the driver to keep both hands on the wheel. The intelligent high beam system looks for oncoming headlights, brake lights, and street lights, and will switch between high and low beams as appropriate. All the above features are standard with Detroit Assurance 5.0, but it’s the optional features that take the new Cascadia to its SAE Level 2 autonomy designation and make it different than any other truck on the market. The next step: Level 2 autonomous driving Active lane assist is what makes the new Cascadia semi-autonomous, and there are two elements to this: lane keep assist and lane departure protection. Lane keep assist offers steering help, using the camera to identify the lane markings and then steering the truck within its lane. The new Cascadia is the first truck to offer automated steering, and it’s billed as being so precise you can even set it to a left, center, or right bias. When the system is active, a blue icon on the driver display signals as much. When the system loses confidence, or lane markings are not present (such as through an inter-

section), an audible alert sounds, the blue icon turns grey, and the driver must take full control of steering. Automated steering is provided by a steering gear mounted to the steering shaft. Lane departure protection builds upon Detroit Assurance 4.0’s lane departure warning system, by supplementing audible alerts when a truck is leaving its lane, and actively steering the truck back into its lane. When lane keep assist is deactivated – either because the camera has lost the lane markings or the driver has taken his hands off the wheel – lane departure protection remains in effect, to keep the truck from leaving its lane. I drove the new Cascadia for nearly two hours and quickly gained trust in the system, but found it far from perfect. These were pre-series production trucks and I found the truck wandered within its lane more than I expected, sliding to the left and then correcting and bouncing back to the right. The steering wheel was busier than it would normally be, making frequent minor corrections. And there were times I missed the audible alert and noticed lane keep assist was disabled only when the truck began to drift. This is why you must keep your hands on the wheel, but I wanted to test the capabilities of the system so kept the wheel loose within my grasp for most of the drive.

Active lane assist is what makes the new Cascadia semiautonomous, and there are two elements to this: lane keep assist and lane departure protection. Despite some minor imperfections, it did give me some extra comfort knowing that if I did get distracted and took my eyes off the road momentarily, this system would be there to bail me out. And I suspect the precision will be much better dialed in before production commences in the fall. This is the point I can’t reiterate strongly enough: This is intended to be a driver assistance function, not to relieve the driver of his driving responsibilities. That must be remembered to avoid disappoint-

The new Cascadia with the full Detroit Assurance 5.0 is the industry’s first SAE Level 2 autonomous truck. ment. The driver must always remain attentive and in control. Case in point: We missed the entrance to the freeway and found ourselves in a busy town where the only apparent way to get back on route was to perform some precision maneuvering to get the truck pointed back in the right direction. No level of autonomy available today could’ve handled that requirement. So, make no mistake: This is not a system that will replace the driver, or allow the driver to read a book, or to enjoy a little shut-eye. That’s why the system will protest when a driver takes his hands off the wheel for more than a moment. Other new optional features in Detroit Assurance 5.0 include side guard assist, which uses radar to look for vehicles, pedestrians, or other objects (such as light poles) along the passenger side of the truck and the full length of a 53-ft. trailer. A yellow or red light on the door pillar, another on the driver display, and an audible alert will help to prevent impact with any such object. This would be a musthave option for me in regional haul applications, and a nice-to-have on the highway. Show me a driver who’s never had his heart skip a beat when hearing the horn from a slippery motorist who snuck into his blind spot. A driver-facing in-cab camera is another new option, as is video capture capabilities when an incident occurs. Daimler has teamed with Bendix to provide this footage through its SafetyDirect online portal. More than collision mitigation I already mentioned my impressions of the automated steering: I appreciated the support and liked the technology, but felt I could steer the truck more smoothly on my own. I was, however, extremely impressed with the adaptive cruise control. It’s a highly intelligent system that doesn’t brake unless absolutely necessary.

If you have driven early generation versions of trucks with adaptive cruise control, you probably didn’t like them. Radar doesn’t have eyes and didn’t always know when a car cutting in front of the truck was an actual impediment and it often applied the brakes too readily. That’s no longer the case. If a car pulls in front of you but is moving at a higher speed, the ACC won’t apply the brakes, knowing the gap will soon be restored to the set distance. I experienced only one jarring brake applications with the ACC, and it was needed, because the car that pulled in front of me was slower than the truck. This ACC system is slick and I wouldn’t want to be stuck in a truck that didn’t have it. Automatic wipers, intelligent high beam, side guard assist, ACC to zero, and even traffic sign display are all features that make a driver’s life easier and time behind the wheel less fatiguing. And that’s what should be remembered here: Detroit Assurance 5.0 isn’t just about preventing collisions anymore, it’s also about enhancing the driving experience. With the trucking industry struggling to attract new blood, and retain the talent it has, it’s these technologies that just may be the ticket to making the career a whole lot more palatable to today’s techsavvy youth. TN

24 Truck News – East • April 2019

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Equipment

Trailcon moves into bigger Cornwall location CORNWALL, ONTARIO Trailcon Leasing recently announced it will move its Cornwall, Ont., operations to a new, larger location that will double its current capacity. The new facility, situated at 18060 Glen Road, South Glengarry, Ont., is directly adjacent to Hwy. 401. It features a 4,400 sq.-ft. repair shop

equipped for reefer work, large jobs, and divider wall rebuilds, and a 1,300 sq.-ft. office space with a newly renovated dedicated driver reception area. There are also powered parking spaces for trucks and customer vehicles. Trailcon has signed a three-year lease on the facility.

Cornwall branch coordinator Shawn Ferguson will continue in that role following the move. “I am excited about our new facility,” said Ferguson. “With our additional repair space, proximity to the highway and powered parking, we can continue to meet the demands of our growing number of customers.”

Tallman Group forms joint venture with Rush Enterprises MISSISSAUGA, ONTARIO Tallman Group has announced a new joint venture with Rush Enterprises, operator of the largest network of commercial vehicle dealerships in North America. Both companies will own 50% of the new joint venture, which will operate Tallman Group’s network of Canadian commercial vehicle dealerships. Tallman Group will rebrand as Rush Truck Centres of Canada, but will retain its leadership with Kevin G. Tallman serving as chief executive officer and Roger Poirier as president. “This is a very exciting part-

nership for our entire network of employees and customers that have known and trusted Tallman Group for 45 years. This partnership will give us tremendous access to industry leading technology which should greatly enhance our entire customer service experience,” said Tallman. “Our cross-border customers will greatly benefit by having priority access to the largest commercial dealership group in North America. We are looking forward to utilizing this joint venture as a platform to accelerate our growth strategy in Canada with the support of Rush Enterprises.” “I am extremely excited to

announce Rush Enterprises’ joint venture with Tallman Group,” added W.M. ‘Rusty’ Rush, chairman, CEO and president of Rush Enterprises. “The Tallman family has built a successful and respected International Truck dealership network in Ontario, which is consistently recognized as one of the best performing International Truck dealership groups in North America. We believe this joint venture will provide customers with best-in-class service by combining the advanced operating systems developed by Rush Enterprises with the operational abilities of the Tallman Group.” TN

“This facility is yet another example of how Trailcon has invested in the future of the company,” added Trailcon president Jerry Brown. “It follows newly built facilities that have replaced existing ones in Brampton, Edmonton, and Calgary. As the trucking industry continues to evolve, we must keep pace.” TN

Have an opinion? We’d like to hear it. Please send letters to the editor to james@newcom.ca. Letters should not exceed 200 words and are subject to editing for length and style.

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Equipment

NACFE posts study on electric truck charging TORONTO, ONTARIO Buying an electric truck involves more than adding batteries and electric motors to a powertrain. The vehicles will also require access to charging infrastructure that is just beginning to emerge. The North American Council for Freight Efficiency (NACFE) has come forward with a report outlining exactly what to consider when planning such a charging network – basing the findings on interviews with electric truck builders, fleets, engineering organizations, charging equipment suppliers, and various groups exploring charging standards. Amping Up: Charging Infrastructure for Electric Trucks covers infrastructure basics ranging from hardware and software to maintenance, as well

as charging speeds, charger communications, and charging locations. Fleets will largely be responsible for their own charging strategies in the near term. “Electric truck charging, for the foreseeable future is going to be private – it’s going to be at the depot or what we call return-to-base charging,” says the Rocky Mountain Institute’s Jessie Lund, the report’s lead author. Wider charging networks are not expected to be a reality for the foreseeable future. That requires some careful planning alongside local utility providers. “Fleets should work directly with their utilities throughout the process,” Lund says, referring to the electrical distribution needs that could affect transformers, conduits, and even

meter designs. “Utilities are going to need to be partners throughout the planning and deployment stages.” Smart charging software – which helps different chargers to communicate with one another – will help determine how much power a truck is needed and when it will be charged. That can help to minimize infrastructure and operating costs alike, and minimize the demand charges that could be applied, she says. Lund also warns that fleets tend to over-emphasize the hardware needed for charging stations, but under-emphasize related repairs, maintenance and software. There doesn’t seem to be much concern about whether the electrical grid could support a growing number of electric vehicles, however. Some capacity already exists today, and

other energy-efficient solutions are expected to create additional room. “We wouldn’t need a ton of additional generation,” she says. “The trucks can’t be built that fast,” adds NACFE executive director Mike Roeth. “We don’t see that as a show stopper.” Some utility providers are even actively promoting the use of electric vehicles. In the U.S., South California Edison has introduced a new program to suspend demand charges for five years. In the future, such price premiums could be offset by fleets that generate and store their own energy on site, Lund says. Some academics are even looking at the potential of using parked electric vehicles as the storage systems for renewable energy. This is NACFE’s third guidance report on emerging and future technologies, and it is available at www.nacfe.org. TN

PacLease promises expedited orders for leasing customers

“Which means instead of hoping to get a new truck by the end of the year, our customers can get a new leased truck quickly – often under a few months from order to delivery,” Burrowes-TruckNewsJanvier19_7,5x5.pdf Harry noted. “In addition, we can

provide a late model rental truck, with attractive rates, to bridge the gap between order and delivery. This way our customers can start making deliveries with little or no downtime.” 19-01-29 10:12 The expedited orders also apply to

customers operating straight trucks with bodies, Harry added. “We have agreements with our body manufacturing partners and have ordering processes in place that help alleviate bottlenecks,” she said. TN

BELLEVUE, WASHINGTON With new truck backlogs at historic levels, PacLease says it is expediting delivery of new Kenworth and Peterbilt trucks for lease customers. The organization says it has secured build slots for full-service lease customers. “The trucking industry had the strongest sales in over a decade for Class 8 and medium-duty vehicles in the U.S. and Canada,” said Michelle Harry, PacLease’s director of marketing. “And this year, predictions are for another strong year. But, while that’s good news for the truck OEMs, it’s meant long lead times for those purchasing trucks. And, they’re getting longer. Some truck OEMs have reported that build slots are all taken for the remainder of the year.” Harry said PacLease has build slots in place for Class 8 and medium-duty trucks, which will be held for customer orders.

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Mark Johnson, vice-president of strategic marketing for Navistar, said International Trucks is winning back the trust of its customers.

By Derek Clouthier LAS VEGAS, NEVADA For International Trucks, 2018 was a banner year in the U.S. and Canada, and the company hopes to continue building on that success. “In Canada, it was phenomenal, we couldn’t keep up,” Joel Shaw, vocational sales manager for Navistar Canada, told Truck News during World of Concrete in Las Vegas, Nev. “On the International side, we grew our market share across Canada in each segment.” Shaw said Canadian sales have exploded, but not to the extent they have in the U.S., adding that it expects last year’s boom to level off a bit in 2019. Darin Vehlewald, product marketing manager for severe service trucks at Navistar, said the company has been anticipating a dip in demand for some time. “For the last two years, we’ve really been ramping up, and I think for a lot of people forecasting internally, as well as equipment manufacturers and even customers, (a downturn) is kind of expected,” he said. ” Shaw said the refuse market has been one of the strongest in Canada, with several businesses struggling to keep up with demand. In Western Canada, he said business has picked up slightly with oil back to around $60 a barrel, however it continues to lag behind its eastern counterpart. There is one area, though, where Western Canada is booming. “The freight side of things has been crazy out there,” said Shaw, “which surprised me because oil just hasn’t been there, but freight has really picked up.” Approval of the Trans-Mountain Pipeline is one way to improve the Western Canadian economy, according to Shaw. TN

April 2019 • Truck News – East 29

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Enhancements to Western Star 4700 focus on drivers, upfitters Company says it will continue to grow on its past success in Western Canada

Western Star made several improvements to its 4700 model with drivers and upfitters in mind.

By Derek Clouthier LAS VEGAS, NEVADA Western Star announced several enhancements to its 4700 model, with productivity, safety, faster upfit time, and weight all in mind. One new feature of Western Star’s most popular truck model is the availability of Cummins’ new ultra-lightweight X12 engine. Tipping the scales at 2,050 lbs, the X12 is up to 600 lbs lighter than other medium-bore engines in the 10- to 13-liter category. “The 4700 has always been all about providing customers with the choices that are best matched for their exact business needs,” said Samantha Parlier, vice-president of Western Star marketing and product strategy. “Our new powertrain options expand the adaptability of the already versatile 4700.” The Cummins X12 offers up to 1,700 lb.-ft. of torque and 500 hp. The engine is compatible with several fully-automatic, automated manual, and manual transmissions. The Detroit DT12 automated manual transmission is another new option for the 4700, and can now be spec’d for Detroit-powered models. The DT12 features creep mode, hill start aid, and a pneumatic shift and clutch control. “This is a significant improvement in the overall ergonomics of the driver package,” said Peter Arrigoni, vice-president of sales for Western Star. Western Star announced the enhancements to the 4700 in January, during World of Concrete in Las Vegas, Nev. During the show, Parlier highlighted how improved routing and clipping techniques to wiring harnesses on the 4700 was one area the Canadian market had requested. “Canada is incredibly unique in that in general it’s colder than the U.S. and they use a wide variety of chemicals on the roads, and all those chemicals get into those wiring harnesses and corrode them like no other,” said

Parlier. “We see corrosion in Canada at rates that exceed anything we’ve seen in the U.S.” Parlier said the routing, clipping, and the wrapping of the harnesses without using the plastic tube is “incredibly beneficial.” Preparing for the improvements to the 4700, Western Star held a meeting with its Western Canadian dealer principals to see what Canada-specific improvements they wanted to see.

Peter Arrigoni, vice-president of sales for Western Star, highlights some of the enhancements to the 4700 during World of Concrete in Las Vegas, Nev. Jan. 22. “That’s where the wiring really came true, was in that Western Canadian region,” she said. Arrigoni highlighted several “refreshments” to the interior of the 4700 aimed at helping drivers stay focused on the road and be more productive. Gauges have been made larger to improve visibility, a new LCD dash display delivers more informa-

tion, and LED indicators help keep drivers informed of various functions, data, and alerts. The truck’s steering wheel has also been transformed to offer drivers easier access to functions like cruise control, dash display menus, radio functions, and phone controls. All of these steering wheel functions come standard on the 4700, something Arrigoni said are optional with many other OEMs. “We think that given the number of controls and how they interface with the wheel is important, so they come standard,” he said. “We worked directly with customers to create an environment that drivers can customize to best meet the needs of their specific job and lifestyle,” added Parlier. “From dashmounted USB ports for personal mobile devices, to a variety of mounting and pre-wire options for telematics systems, the 4700 is easier than ever to operate.” The 4700, for the first time, can be spec’d with a 40-inch low or ultra-low roof StarLight sleeper, or utilized for extra storage space. To enhance safety while operating the vehicle, the 4700 can be equipped with Wabco OnGuard, which uses bumper-mounted radar units to track nearby vehicles and objects, automatically applying the brake if necessary. Bendix lane departure cameras are also available on the 4700. TN

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Equipment

Canadian Kenworth dealer named tops SHERBROOKE, QUEBEC Kenworth Maska has won the coveted 2018 Kenworth Dealer of the Year Award for the U.S. and Canada at the annual Kenworth Dealer Meeting held recently in San Diego, Calif. “Kenworth Maska produced excellent results across our dealer excellence categories to attain nine appearances in the Kenworth Dealer Top 10 rankings,” said Mike Dozier, Kenworth general manager and Paccar vice-president. “The dealer ranked high in market share, technician training, customer satisfaction, Paccar parts performance and growth, as well as overall facil-

ities excellence. The commitment of Kenworth Maska to customer uptime is exemplified by its rapid response to customer roadside assistance requests from the Paccar 365 Center, and the use of Kenworth TruckTech+ Remote Diagnostics and Kenworth TruckTech+ Service Management systems.” TN

Peterbilt recognizes top dealers SAN DIEGO, CALIFORNIA Three Canadian Peterbilt dealers were recently recognized as Best-inClass award winners. Camions Excellence Peterbilt, Peterbilt Manitoba, and Stahl Peterbilt were the Canadian recipients of awards during the truck maker’s 2019 dealer meeting. They were recognized due to their: standard of excellence scores; financial performance; parts and service performance, and utilization of Paccar training and programs. “These award-winning dealers, and the dealer network as a whole,

have invested heavily in adding and expanding facilities, hiring the best technicians, increasing hours of service and offering mobile service solutions that drive uptime and profitability for our customers,” said Peterbilt’s director of dealer development, Peyton Harrell. “The Peterbilt dealer network is the fastest growing network in the United States and Canada, and has never been stronger.” The company also named The Peterbilt Store as its 2019 Dealer of the Year. TN

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April 2019 • Truck News – East 33

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Fleet News

Highlight supports Sick Kids

CONCORD, ONTARIO Highlight Motor Group president Kirk Kalinitchenko along with vicepresidents Bob Cascagnette and Yury Eskin, delivered a $5,000 donation to the SickKids Foundation. These funds will be put towards the SickKids VS campaign – a $1.3-billion fundraiser to allow SickKids Toronto to undergo a complete transformation.

“We wanted to support this great cause and explained to all Highlight personnel that we would match the amount they were able to generate during our company Christmas party. We’re very proud of our employees for their participation and for donating so generously. Highlight Motor Group is extremely happy to continue to support SickKids and have set a goal to double our donation in the upcoming year,” said Kirk Kalinitchenko, founder, president and CEO of Highlight. “Every little bit of money raised helps and we encourage everyone to donate as much as they can. Our children are our future and we need to ensure they have the best care possible.” TN

Kriska acquires Icon Transportation PRESCOTT, ONTARIO Kriska Transportation Group (KTG) has announced its acquisition of Icon Transportation Logistics (ITL) out of Puslinch, Ont. The company will continue to be led by general manager Alen Delija and its current management team. “ITL is a great fit with the Kriska Transportation Group,” said Kriska CEO, Mark Seymour. “We’re happy to bring their team of drivers and staff into the KTG family. ITL’s expedited team service is an exciting new addition to our transportation menu. We

know that they have been growing in this space and we hope to help them achieve that.” “Becoming part of KTG offers ITL the opportunity to access a network of transportation companies that will help us better serve our existing customers,” added Delija. “We’re excited to be part of a group that will help to grow our reach and share our strengths.” Icon Transportation Logistics offers domestic and cross-border truckload and expedited services. It operates 46 trucks, including 12 teams, and 78 dry van trailers. TN

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April 2019 • Truck News – East 35

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Fleet News

TFI International achieves financial milestones MONTREAL, QUEBEC TFI International powered through a strong cycle to achieve record fourth quarter and year-end results in 2018. Fourth quarter operating income was up 56% to $103.3 million, and operating margin was up 270 basis points to 8.9%, thanks to margin improvements in LTL, truckload, and package-and-courier segments. Revenue for the quarter was $1.32 billion, an increase of 11% yearover-year. Adjusted net income was up 60%, to $86.3 million. “Record fourth quarter results capped a record year for TFI International, as our singular emphasis on driving profitable growth drove strong performance across all segments,” said Alain Bedard, chairman, president and CEO of TFI International. “Each segment contributed stronger revenues and notably, truckload saw operating income more than double. I’m most pleased that our 2018 net cash from operating activities surpassed half a billion dollars for the first time. These strong results reflect not only our unique and favorable positioning, but our execution of the fundamentals, cycle in an cycle out.” Revenue for all of 2018 totaled $5.12 billion, up from $4.84 billion in 2017. Net income rose to $292 million in 2018, from $158 million in 2017. Bedard expanded on the company’s operations and industry trends in a customary conference call with analysts. Here are some key takeaways from the discussion:

On the freight environment Freight volumes remain solid, especially in the U.S., where Bedard said truckload volumes are extremely strong. “When I looked at January for U.S. truckload operations, I fell off my chair,” said Bedard. “It was really, really good. February is a little different story because of the weather issues we had in the U.S. and in Canada as well.” Canadian volumes are mixed – truckload is doing well, package-and-courier is down, and specialty truckload is a little slower due to seasonality. “We believe the bellwether will be March,” Bedard said of volumes. “When we talk to our customers, they anticipate they’ll be busy, so we’ll be busy as well.”

On Pricing Bedard is confident TFI International will make further progress this year in pushing price increases. In U.S. truckload, he anticipates rate increases of 2-8%. “It’s still a very solid year for us in terms of being able to adjust to a more fair pricing environment,” he said.

On the driver shortage The issue of driver retention could not be more different between the U.S. and Canada. Here in Canada, Bedard said driver turnover is around 10%. In the U.S., it’s closer to the industry average at about 90%. Bedard said the industry must put more pressure on shippers to respect drivers’ time, because even

For Canada LTL, rate increases w ill be more modest, in the 3% range. “Pricing in Canada is really tight on the LTL side,” Bedard said. “In the U.S., carriers are getting something like around 10%. I believe in Canada 2019 pricing on the LTL side, we should be able to get about 3% improvement. So, we are going to do better by being better on the cost side.” The rollout of the Canadian electronic logging device (ELD) mandate should help improve prices, Bedard anticipated. But he said the biggest benefit of the ELD mandate will be improved safety. “This is going to help safety on the roads in Canada, not having drivers who are cheating,” said Bedard.

if they’re being paid to wait, drivers want to drive. “You have to pay them a better rate per mile, which has happened over the last two years, but you also have to give those guys miles. They can’t sit in traffic. They can’t sit in a customer’s yard for hours. This is where our operations guys are working more and more with customers to say, this is no more,” Bedard said. “A guy cannot run in circles in a yard for two hours trying to find his trailer. No. It compounds the problem.” Bedard also said TFI International is focused on hiring experienced drivers, as newer drivers tend to have higher turnover rates. On mergers and acquisitions TFI International spent about $150 million on acquisitions in 2018, and that number could climb to as much as $200 million this year. Bedard said any deals are likely to be smaller in nature. While the company is always on the lookout for good acquisitions, Bedard said buying back TFII stock is an attractive alternative. “This is the best thing we can do is buying our own, because we know 100% what TFI is all about. I know the company inside out,” Bedard said. TN

TFI International makes two acquisitions MONTREAL, QUEBEC TFI International announced it has acquired Schilli Corporation, a business that specializes in the transportation of dry and liquid bulk and offers dedicated fleet solutions and other value-add services throughout the Midwest, Southeast and Gulf Coast regions of the U.S. With its more than 400 employees, Schilli operates 22 facilities across its service region and has a fleet of more than 340 tractors, including independent contractors, and more than 500 trailers. TFI International says this acquisition expands its specialized business line into the U.S. Schilli will operate as a standalone business unit within TFI’s specialized truckload group, with Bob Schilli Jr. and John Koons continuing in their roles. TFI International also announced it has acquired Toronto Tank Lines (TTL). TTL operates storage facilities and a fleet of approximately 75 tank trailers and 45 power units. According to the agreement, TTL will operate as a standalone business unit within TFI. TN

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Fleet News

Mullen Group’s trucking segment achieves record revenue

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OKOTOKS, ALBERTA Mullen Group achieved record fourth quarter revenue of $219.7 million in its trucking/logistics segment, but a “market meltdown” hampered earnings in its oilfield services division. “I am pleased to report that our fourth quarter results from an operating perspective were up year-overyear despite some significant challenges associated with the market meltdown in late 2018,” said Murray Mullen, chairman and CEO of Mullen Group. “We definitely saw the freight demand slow in the quarter as business adjusted to credit tightening. The major impact, however, was felt

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by our oilfield services segment, particularly those business units tied to drilling activity. The swift declines in crude oil pricing along with a blowout in the price for Canadian crude oil virtually brought drilling activity to a halt in the fourth quarter as producers adjusted spending plans to align with cash flow.” The trucking/logistics segment grew revenue by 6.3% in the fourth quarter, year-over-year, and total revenue climbed 12.6% to $333.3 million. Incremental revenue from acquisitions accounted for $7.9 million for the trucking/logistics group. Rate increases achieved early in 2018 also contributed, while demand for LTL and truckload services increased in Western Canada. Total net income decreased by $86.5 million, to a net loss of $81.1 million, due to a $100-million impairment of goodwill within the oilfield services segment. Adjusted net income rose 119.5% to $16.9 million. For the full year 2018, Mullen’s revenue increased 10.7% to $1.26 billion. The truckload segment saw revenue increase 14.7% to $873.3 million, setting a new record for the company. Its adjusted net income for 2018 was up 46.9% to $62 million. TN

GTI buys Precision Specialized Division WOODBRIDGE, ONTARIO GTI Transport Solution has announced it is acquiring Precision Specialized Division, a division of Precision Truck Lines. Precision Specialized focuses on open-deck and heavy-haul transportation, which are also the specialties of GTI Transport Solution. All employees and managers will be retained, with Ed Bernard continuing to lead the group. He will be president of Precision Specialized, which will relocate to Brantford, Ont. “Precision Specialized is proud to be joining forces with GTI to propel our company to the next phase of its growth,” Bernard said. “A team of seasoned managers will bring valuable expertise and an injection of fresh capital will enable us to better serve our customers across North America. Moving operations 60 miles to Brantford gives us much needed space for our growing equipment assets.” Ravi Annand, vice-president and CFO of Precision Truck Lines, said the move will enable the company to focus on its core activities in the truckload and LTL transborder segments. Frederick Perrault, senior partner of Novacap, the private equity owner of GTI, said the acquisition fits into GTI’s strategic plan to expand its geographic reach and capabilities. TN

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Health Preventive Maintenance

Bad blood Fight cholesterol with these simple tips On the road, it can be challenging to meet the guidelines for a healthy diet and to fit enough exercise into your schedule. Unfortunately, this can lead to high cholesterol levels, which have been linked to a variety of serious health concerns. According to the Centers for Disease Control and Prevention, 22% of longhaul truck drivers are either taking medicine for, or have been told they have, high cholesterol, making them prone to chest pain, heart attack or stroke. Some cholesterol is necessary to maintain a healthy body. This waxy substance, produced by the liver and also made by most cells, attaches to blood proteins, lipoproteins, and travels throughout your body to build the structure of cell membranes, forms hormones like estrogen, testosterone and adrenal hormones, maintains an efficient metabolism producing Vitamin D, and produces bile acids to help digest fat and absorb nutrients. Although cholesterol has a bad name, not all cholesterol is bad. Cholesterol is divided into two categories. High-density lipoprotein (HDL) is considered a good cholesterol because it picks up excess cholesterol and transports it back to your liver to be broken down and excreted. However, low-density lipoprotein (LDL), bad cholesterol, carries smaller cholesterol particles throughout your body, which deposit and build up on the walls of your arteries, making them hard and narrow, reducing blood flow efficiency. The main factors that impact your cholesterol levels include age, genetics and life choices. Although you cannot control your age or genetic makeup, you can adjust your life choices with healthier actions. Improve your diet by limiting foods containing saturated fats in animal products, and trans-fats in commercially-baked cookies, biscuits and microwave popcorn, and also limiting foods high in cholesterol like high-fat dairy products and red meats. Follow a low-salt diet that emphasizes fruits, vegetables and whole grains. Choose low or reducedfat milk, yogurt and other dairy products or have ‘added calcium’ soy drinks. Indulge in cheese and ice cream with only a couple servings a week. Select lean meat (meat trimmed of fat or labeled as heart smart). Limit fatty meats, including sausages, salami and other cold cuts. When packing sandwiches, choose leaner sandwich meats like turkey breast or cooked lean chicken. Include fish ( fresh or canned) at least twice a week. Snack on foods

containing healthy fats, such as nuts, legumes and seeds. Help excrete LDL cholesterol by including foods in your diet that are rich in soluble fiber. Kidney beans, Brussels sprouts, apples and pears are good choices, and oat bran is particularly effective. Soluble fiber can reduce the absorption of cholesterol into your bloodstream. Five to 10 grams or more of soluble fiber a day decreases your LDL cholesterol. One serving of a breakfast cereal with oatmeal or oat bran provides three to four grams of fiber. If you add fruit, such as a banana or berries, you’ll get even more fiber and excrete more cholesterol. Support

regular bowel activity by staying hydrated and not rushing bathroom breaks at truck stops and drops. Become more physically fit. Having a body mass index (BMI) of 30 or greater puts you at risk for high cholesterol, but exercise helps boost your body’s HDL, or “good,” cholesterol while increasing the size of the particles that make up your LDL, or “bad,” cholesterol, making it less harmful. Aim for 30 minutes of exercise, five days a week. Stop smoking. Cigarette smoking damages the walls of your blood vessels, making them more prone to accumulate fatty deposits. Smoking might also lower your level of HDL, or “good,” cholesterol.

Karen Bowen is a professional health and nutrition consultant, and she can be reached at karen_bowen@yahoo.com.

Maintain healthy blood sugar levels. High blood sugar damages the lining of your arteries and also contributes to higher levels of a more dangerous cholesterol called verylow-density lipoprotein (VLDL) and lower HDL cholesterol. Since high cholesterol has no symptoms, levels can only be determined through blood work. Lowering your level is in your hands (and your blood). TN

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April 2019 • Truck News – East 39

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Health Back Behind the Wheel

Brachial plexus injuries in truck drivers Last week, I had a patient come into my clinic complaining of arm pain after slipping and falling off his flatbed trailer. He reported that two weeks prior, he was walking on the deck of his trailer and slipped on some ice that had formed. As he was falling off, he tried to catch himself by grabbing on to the edge of the trailer. He instantly felt a jolt of pain shoot from his neck all the way down to his fingers. After performing a physical examination, I diagnosed the patient with a brachial plexus injury. In order to understand brachial plexus injuries, it is important to have a general knowledge of the anatomy of the neck.

The brachial plexus is a bundle of nerves that runs from your spinal cord through your shoulder and all the way into your hand. This vital network of nerves carries signals from your brain to your entire upper body. Injuries to the brachial plexus usually occur when these nerves are stretched or torn. This is a fairly common injury among professional truck drivers due to the demands of their job. In most cases, brachial plexus injuries happen when your shoulder is pressed down while your head is pushed up and away from that shoulder. This movement causes tension on the nerve bundle and may damage individual nerves. The most common cause of this type of injury I see in my

practice is truck drivers raising and lowering the landing gear of a trailer. Often, the gear will slip, causing the driver’s arm to be forced forward with high velocity. A similar situation occurs to flatbedders when the chain slips as they are securing a load. In both cases, the brachial plexus is stretched and injured. Other less common causes include slips and falls, inflammation and tumors. The symptoms of a brachial plexus injury vary from person to person. However, usually only one arm is affected. Minor injures to the brachial plexus which are often referred to as ‘stingers,’ cause symptoms such as the feeling of an electrical shock or burning sensation shooting down your arm.

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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.

It may also cause paresthesias, which is a sensation of numbing and weakness in the upper limb. These symptoms only last for a few seconds or minutes, but some may persist for days or weeks. Severe injuries to the brachial plexus result from tears and ruptures of the nerves themselves. In this situation, you may lose the ability to move your shoulder, elbow or hand as well as suffering severe pain in the upper limb. It is important to see your doctor if you suspect you have a brachial plexus injury, as they can lead to permanent weakness or disability. To diagnose the severity of the injury to the brachial plexus, your doctor may order a few tests. The first test is called an electromyogram. This is designed to check the health of the nerves that move your muscles. The next test is called a nerve conduction study. This test measures how quickly the nerve impulse is conducted through your nerves. Finally, your doctor may order an MRI or CT scan. Both tests will help to visualize the injured nerve structures. Once your doctor has identified the location and severity of the injured nerves, they will discuss with you the possible treatment options. In less severe cases, in which the nerves have only been stretched, no treatment is required as the nerves will recover on their own. However, in more severe cases, where the nerves have been torn or severed, surgery is often the treatment of choice. Surgery to repair damaged nerves should be done within three to six months after injury, so as to avoid significant muscle wasting. Recent studies have shown that the success rate drops tremendously if the surgery is performed more than one year after the onset of symptoms. Some medications have been shown to help manage the pain that is associated with this type of injury. Drugs containing opiates, such as codeine, are usually prescribed after the injury. Antidepressant and anticonvulsant medications have also shown to be effective in some cases. Although most brachial plexus injuries can not be prevented, professional truck drivers can take a few precautions to help minimize their chances of injuring themselves. Maintaining concentration and staying focused on the job at hand will help reduce careless mistakes. Using proper form and body postures while performing job tasks is important. Finally, keeping your muscles and joints flexible will help to reduce the tension of the brachial plexus. This can be accomplished by stretching on a regular basis. Until next month, drive safely! TN

40 Truck News – East • April 2019

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Research

Adjusting intersection signals during bad weather can reduce traffic delays WATERLOO, ONTARIO Researchers at the University of Waterloo have found that adjusting the signals at intersections in bad weather can help reduce traffic delays by up to 20%. “We need to have weather-responsive signal plans,” said Liping Fu, a civil and environmental engineering professor at Waterloo. “Their timing should recognize weather conditions and change accordingly.” Signals in modern cities are timed using optimization models that analyze factors including traffic volume and speed to safely get as many vehicles as possible through intersections. “The problem is that those parameters all assume normal weather conditions,” said Fu. “In the winter, if the road surface is covered with snow and ice and visibility is poor, the numbers are not the same.” Researchers analyzed hours of video taken at a busy intersection near campus to measure how motorists alter their driving during snowstorms in terms of speed, stopping distance and other variables. That data was then used in computer simulations to optimize the timing of signals – the green, yel-

low and red intervals, for instance – at a single intersection and on a stretch of road with four co-ordinated intersections. Changes were also made to improve safety, such as increasing the yellow interval

to account for vehicles traveling slower and requiring more time to stop. At the single intersection, changes to increase safety and reduce delays almost cancelled each other out. But

even with adjustments to help avoid crashes, intersection delays in the co-ordinated corridor, especially in moderate traffic, decreased by up to 20%. Fu said cities with computerized signal systems are already equipped to remotely and inexpensively adjust the timing of traffic lights to reap those benefits when snowstorms hit. TN

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April 2019 • Truck News – East 41

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Guest Column Stephen Laskowski

Humboldt tragedy was not a collision of chance Could any trucking company with a progressive safety management system, equipment maintenance programs as well as driver screening, training, and corrective oversight have experienced a catastrophic collision on a public highway? Yes. Yet, in two-thirds of collisions involving commercial vehicles, the driver of the commercial vehicle is found not to be at fault. Why is that the case? Because the vast majority of trucking fleets and professional drivers in Canada take seriously their responsibility to protect the public they share the highways with, and do not leave vehicle or driver safety to chance, as some in the mainstream media have implied.

Trucks carry heavy loads that require a high level of skill to operate. As an industry, we embrace this higher level of responsibility, meaning drivers and equipment are continuously monitored to ensure all regulations are adhered to. Last month, the Canadian Trucking Alliance (CTA) was asked repeatedly if the volume of charges against the driver, including multiple hoursof-service violations, is considered normal for a single operator of a trucking company. The answer is no. CTA was also asked if this driver, with so little experience, would have been hired and allowed to operate a heavy truck by CTA members. The answer is also no. So why did this

horrible collision occur and are there solutions to preventing such a tragedy in the future? While we will always struggle to find all the answers, the facts in this case clearly highlight the need for action to improve truck safety. The solutions for the most part are very clear: improved commercial truck driver training before licensing, elimination of paper logbooks, and more oversight over non-compliant carriers. Recently, the federal government, led by Transport Minister Marc Garneau, announced the introduction of a mandatory entry-level training standard (MELT) by Jan. 1, 2020. Currently, Ontario is the only province

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to have such standards in place, with Alberta and Saskatchewan working through their regulatory process. This federal government announcement is a big step in improving highway safety and preventing inexperienced drivers from getting behind the wheel. The next solution learned from the Humboldt tragedy is the elimination of paper logbooks, which is an archaic system used to track compliance for truck drivers. Paper logs are much more open to falsification than tamper-proof, electronic logging devices (ELDs). Paper logbook violations were central among the charges against the truck driver in the Humboldt case. In the U.S., a mandatory ELD rule took effect in December 2017. Minister Garneau has been championing the introduction of this rule and the Canadian government is eyeing a possible final rule to be published this spring. The introduction of ELDs will ensure truck drivers are not fatigued while operating a commercial vehicle. According to Transport Canada, fatigue in both truck and passenger car drivers is a factor in about 20% of all collisions. There are about 9,400 HoS-related convictions per year in Canada and the introduction of ELDs will be a driving force in reducing this number. The final solution to improving truck safety is to introduce focused provincial government oversight on the small portion of non-compliant trucking companies that require it the most. Quite simply, we need to better use technology and enforcement data to focus provincial government resources on the bottom portion of the trucking industry showing little to no regard for public safety or compliance. CTA disagrees the Humboldt truck collision could have happened to any truck driver. While even the most professional and experienced truck drivers employed by one of the thousands of trucking companies with excellent safety management programs can be involved in a fatal collision, the risk increases exponentially when unqualified drivers are put in the care and control of a heavy vehicle. The trial of the driver involved in the Humboldt collision revealed his lack of readiness to operate a commercial vehicle. He admitted as much in court. When the trial of the trucking company involved in the Humboldt bus collision concludes, we will undoubtedly learn more about this fleet’s safety management systems and approach to highway safety, or, perhaps, its lack thereof. TN

42 Truck News – East • April 2019

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Driver Performance

What’s the score?

Using driver scorecards and measuring driver performance pays off By Sonia Straface TORONTO, ONTARIO Any good fleet manager knows that drivers are the key to success for the overall business. Data collection on driver behavior is the fastest way to help your fleet’s bottom line, as it can measure each and every driver’s performance, safety, fuel mileage, fuel compliance, and more. All of these metrics, fed in from various telematics, benefit the carrier by saving lives, preventing injuries and collisions, and reducing costs. So, what are carriers doing to make sure they are staying on top of all the technology and on top of their drivers? We spoke to some of the Best Fleets to Drive For as named by CarriersEdge and the Truckload Carriers Association to see how they lead by example when it comes to measuring driver behavior.

Technology “We really try and take a holistic approach,” said Luke Williams of Central Oregon Truck Com-

pany, which operates more than 300 trucks. “We know that you can have a driver who is productive, but not safe, and a driver that is safe,

but not as productive. So, we like to track that and use all the data we can to train them. We measure fuel mileage, fuel compliance, routing, miles per gallon, idle time, hard brake events, sudden stops, everything. Anytime those alarms go off, we are measuring that.” Central Oregon uses a combination of SmartDrive, TruckMate, and PeopleNet systems in its cabs.

Canada’s own Bison Transport also uses a number of in-cab technologies to measure and record driver behavior. “We have in-cab critical event recording,” Stephanie Fensom, manager of safety at Bison Transport said. “We track following distance, speed, and roll stability.” Continued on page 44

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Driver Performance

Measuring performance Continued from page 43

Bison is also testing a driver fatigue monitoring system in a few of its trucks. The system has inward-facing cameras that can identify if the driver is blinking for too long, or if he/she is distracted. “If the system recognizes that the driver has his or her eyes closed for 1.5 seconds or more, it triggers to call us at the terminal so we can see what is going on with that driver,” Fensom said. For FTC Transportation, the core carrier for Feed the Children, which only operates 30 trucks, it can be hard to invest in so much technology on a small budget. However, it still operates PeopleNet computers for electronic logging, GPS, and performance tracking. Monetary rewards On the whole, these Best Fleets found the best way to incentivize the drivers to care about the data telematics pumped out, is with money. At FTC, just over one year ago it changed its usual quarterly fuel bonus into a performance scorecard. “Each quarter our drivers are able to look at a sheet in full color and see their percentage score and a gauge to show them how they’re doing,” Mills said.

Drivers at FTC can earn bonus points for bringing in a clean truck to the shop, or having a clean roadside inspection. In the same stroke, if a driver has a negative inspection, or a high-speed occurrence, then negative points are allotted on the scorecard. In the end, the bonus they earned is paid out based on their overall score. “And so, every quarter we feed in all that data and it gives them a score,” Mills explained. “So, for instance if, on fuel mileage he or she earned a $1,000 bonus, but his or her score was only 50%, then he or she would only get $500 for their bonus.” Mills admitted that when this scorecard was first rolled out, there was a lot of pushback from drivers who thought it was a way for the company to take money away from drivers. “We’ve actually seen an increase in how much we’re paying out in bonuses,” Mills said. “And part of that reason is under our old bonus plan, if a driver has a negative safety occurrence, they were eliminated from the bonus that quarter. And the problem with that is, let’s say in the first quarter in January they have a citation, or a negative inspection, and now they know they’ve been disqualified from the bonus the entire quarter. So what incentive do they have to prevent more negative safety occurrences? With the percentage program, they’re not knocked out,

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Carriers across the U.S. and Canada claim there are several benefits to using driver scorecards including preventing collisions and driver injuries. and there are other ways to overcome – now our drivers aren’t losing the bonus entirely, so they’re really happy with that. It is about improving our overall safety picture, while rewarding our over-the-road safety professionals for their efforts.” Healthy competition At Central Oregon, while there is a fuel bonus, Williams finds that a lot of drivers up their performance so they can be recognized for one of the plethora of awards it hands out annually. “We have driver of the year awards for both our heavy-haul division and our regular fleet,” Williams said. “And the winners of that are all the top performers in the fleet. We also have a rookie of the year award that goes to the new driver who has the highest performance score average. We also have safety awards, recognizing drivers who have one million, two million, and 100,000 accident-free miles. But my favorite award is one that we call Mr. & Mrs. COTC (Central Oregon Truck Company). And that’s an award that goes to the driver who most reflects what we’re all about here at Central Oregon. We get the whole office to vote on the winner for that one.” Williams said drivers want to be in the running for these awards, and it’s often reflected in their performance. At Bison, driver scorecards include a ranking so drivers can see how they compare to their peers and if they are better or worse than the fleet average. The list goes by driver ID number so the list can remain anonymous. “What we’re finding is drivers are

looking at that and saying, ‘I don’t want to be 49 out of 55,’ so then they’ll learn what they need to do better to get their score up and move up the ranks,” Fensom said. “It’s a nice healthy competition.” Other benefits On top of making your drivers happy through incentive rewards and payouts, along with lowering your bottom line, there are other benefits to adding a scorecard program to your fleet, or tracking driver behavior. At Bison, for example, Garth Pitzel, the director of safety and driver development, says an added bonus of having drivers on scorecards is that any faulty equipment is flagged right away. “If their truck is not operating right, the drivers are absolutely talking to us about it,” he said. “So that really helps us on the maintenance side.” Williams agreed, adding that monitoring driver behavior has actually helped prevent safety issues with the fleet. “The biggest benefit to tracking these drivers is you can see problems before they come,” he said. “You can almost always see a guy struggling before a big accident. When you’re measuring, you’re learning and getting ahead of issues.” At FTC, the results are more concrete. Since rolling out the new scorecard program, Mills said the fleet has seen improved safety results as well as a 13% reduction in preventable accidents, and a 27% reduction in negative roadside/DOT inspections. TN

44 Truck News – East • April 2019

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Insights Over The Road

Cutting our emissions is a moral obligation It was interesting watching two opposing forces at play in February: The United We Roll convoy and the student climate strike protests. One group being in support of fossil fuel expansion and the other diametrically opposed. But what we often ignore is the common thread they share. The fear of what the future has in store for them. Looking at this play unfold as a driver is a balancing act. At a glance, you would think that the oil and gas sector and the trucking sector are tightly tied together. Well they are, in terms of supply and demand. After all, I do burn a thousand liters or more of diesel fuel every week just doing my job. In this way, I support the quality of life my fellow Canadians working in oil and gas currently enjoy, and they support mine.

There is no doubt in my mind that we have to curb our use of fossil fuels. I don’t state that to be contentious. I see it as our responsibility to future generations. I have no interest in intentionally undermining that relationship. But as a driver, I have a significant impact on the amount of fuel the truck I drive burns, affecting carbon emissions, which in turn affects the quality of life of my grandchildren. There is no doubt in my mind that we have to curb our use of fossil fuels. I don’t state that to be contentious. I see it as our responsibility to future generations. At the same time, I recognize we cannot turn off a tap. We have built our modern society on the fossil fuel industry, but we are now well past the point of disregarding the negative effects of emissions and we must move past any belief that expansion of the industry can build a “greener” future for all. At the same time, we will continue to depend on diesel fuel in the Canadian trucking industry for many years to come. But I believe it will be, should be, and needs to be, greatly reduced. We only need to look around to see how plans to do exactly that are underway, especially in terms of electrification of last mile delivery. I know what it is to lose everything when the sector you’re working in simply evaporates, along with your financial security and personal aspirations. We need a transition plan for the many thousands

of workers in the oil and gas sector. I have learned in my life that the skills we develop over the course of our careers are transferable. Does that come without fear and uncertainty of what the immediate future has in store for you? Of course not. But with some additional training and the support of your fellow citizens, it can be done. Future generations face far greater uncertainty in which only our collective effort can make a difference. This is exactly why tens of thousands of schoolchildren around the globe participate every Friday in

climate strike protests rather than attend school. The oil and gas sector, along with the transportation sector, are the top two emitters of carbon in the Canadian economy, and those emissions are growing year over year, not shrinking. So, what is it that we are doing to support our young people in order to ensure that they have a viable future and the quality of life that they deserve? What is our plan to ensure this comes to pass? Do we have a plan? I don’t think that we do. This is the greatest failure in terms of recruiting new people to the trucking industry. We should focus on how we can change the world for future generations, not on how great we have been in the past. As individual drivers, there’s a lot that we can do to change the

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.

world. It’s as simple as burning less fuel. That goes hand in hand with reducing costs and increasing profits. It also goes hand-in-hand with improving our safety culture through training and moral leadership. We can all win in this battle if we focus on our common needs. TN

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Insights Tax Talk

The clear-cut case for mileage logs One of the myths of being self-employed is that you can write off 100% of the lease payment and related expenses on a service vehicle for your business. Another is that the type of vehicle – ie. pickup truck vs. car – affects the amount or percentage you can deduct. Neither is true. In fact, a tax auditor doesn’t care what type of vehicle you have or how you finance it. He only wants to see that your vehicle-related expenses were incurred to earn business income and that you have documents to support your claims. Keep a record Canada Revenue Agency (CRA) is clear about the type of vehicle expenses you can deduct. They include licence and registration fees; fuel costs; insurance; interest on money borrowed to buy the vehicle; maintenance and repairs; and your lease payment or, if you buy, capital cost allowance (CCA or depreciation).

To support your claim, you must record the total number of personal and business kilometers you drove in a year (the odometer readings on Jan. 1 and Dec.31); and, each time you use the vehicle for business, you need to list the date, destination, purpose, and distance of your trip.

Five thousand kilometers, properly accounted for, would get you reimbursed $2,900 from your corporation From there you can determine the percentage of business use to be applied against your expenses. Divide your business-use kilometers by your total kilometers for the year, giving you anywhere from 1% to 100%.

Without a journal or log detailing the business use of the vehicle, and validating that percentage figure, CRA can deny or reduce your claim. What’s a commute? There are all kinds of business reasons to use your service vehicle, from a revenue-producing courier delivery to a quick run to the parts store. What’s not valid is the drive from home to your truck. This is considered commuting, a personal trip. I’ve argued this with CRA numerous times, using the logic that since the business office is in the home, driving from the “office” to a work site is business travel. I don’t think I’m wrong, but no auditor yet has bought the argument. Much at stake Of course, it’s not just the deduction or expense denial for your income tax calculation that is at risk if you don’t have a travel log. You can also

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lose the GST/HST refund tax credits on those expenses. If you’re a sole proprietor buying a new service vehicle, you have to be able to show over 90% business use if you want to claim the GST/HST back all at once on your next filing. And you can bet that the increased refund will have CRA calling for an explanation. If the business use is less than 90%, you have to calculate the GST/ HST included in the depreciation expense of the vehicle each year and claim it back over time. If you are incorporated and your company owns or leases the vehicle, you may be required to calculate a taxable benefit and apply it to your personal income. CRA has a “standby charge” and an “operating expense benefit” just for you. The standby charge represents the benefit of the employee (that’s you) enjoys when the automobile is available for their personal use. Generally, either two-thirds of the lease payment or 2% of the vehicle’s cost is considered extra monthly income for you. Ouch! I have always maintained that corporate clients should buy or lease their personal vehicles and reimburse themselves for any company driving they do. For 2019, CRA’s reasonable allowance rates are 58 cents per kilometer for the first 5,000 kms and 52 cents for all kilometers after that. If you think the deduction isn’t worth the hassle, think again. Five thousand kilometers, properly accounted for, would get you reimbursed $2,900 from your corporation. I’m pretty sure you can create travel logs to show that. TN

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46 Truck News – East • April 2019

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Human Factors

Five strategies to help you better retain your people In today’s tight labor market, everyone is working harder to make sure they have the talent they need to run their business. But it takes a lot of time and money to find and hire qualified people, which means replacing people when they leave costs more, too. This is why retention in trucking and logistics is more important than ever. It’s simple to say that employees who enjoy their job and the atmosphere in which they work are more likely to stick around. But creating a positive work environment is hard to do, and takes a clearly defined strategy and ongoing commitment. Where do you start? Here are five steps truck fleets can take to retain their best people: It starts with recruitment Setting up screening criteria during the recruiting process not only helps streamline the hiring process, it can help you identify people who are more inclined to stay with you. Looking at work history is an obvious first step, with consistently short employment spans raising some flags. Millennials and younger workers may have not yet had the chance to demonstrate these characteristics through their employment history, but they’re still capable of being loyal, long-term employees. Consider participation in organized sports, volunteer positions, or other community involvement, which can demonstrate an ability to commit. Dig deeper and you may be pleasantly surprised with what you find. Commit to professional development People are more likely to commit to an employer who’s willing to commit to their professional development. Millennials in particular want the opportunity to grow and develop in their job. Our own research shows that when an employer invests in their professional development and identifies clear pathways to career advancement, employees are more likely to stay. Look at what you’re offering in terms of training and advancement opportunities. Consider how you articulate what you offer to help young people build their skills and move up in your company. Then make sure you promote and communicate it.

Prepare for turnover No matter what you do, some people will leave. This includes your star performers, and in today’s competitive market, your star performers are targets. Here, succession planning is essential. Particularly for specialized positions. In trucking and logistics, it can take years before someone is truly proficient at certain roles. Identifying these key positions, and preparing a pipeline of talent, is simply good business. And when you do lose people, try not to take it personally. Someone who isn’t happy or who is always looking across the fence at what they think is a greener pasture may not be your best asset anyway.

Keep your doors open Building on the point above, keeping the lines of communication open with your employees, and in particular with your star performers, will help you understand where each person is at and show them that their opinions and ideas have value. Use these conversations to gauge what matters to your employees. What types of training and professional development most interests them? What types of benefits do they value most? And remember that if you are going to ask for input and feedback, you need to act on it. These conversations also provide the opportunity for you to provide regular feedback on good performance –

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.

which makes it easier to provide constructive criticism when necessary. Building a genuine rapport with your employees takes time and effort, but the cost is probably less that what you’d spend on recruiting and hiring their replacements. And the returns – happier, more productive, long-term employees – are worth it. TN

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2019-03-08 2019-03-04 2:52 2:59 PM PM

Trade

Canada-U.S. trade likely to suffer further INDIANAPOLIS, INDIANA North American trade is being conducted in a “climate of suspicion and retaliation” and is not likely to improve anytime soon. That was the sobering message from Dr. Laura Dawson, director of the Canada Institute, who participated in a panel on North American trade competitiveness at the Work Truck Show March 6. “Unfortunately, this topic has become sexy in all the wrong ways,” she said of trade. “I’m sad to say I’ve never been so skeptical about our immediate-term prospects for cross-border trade. I’m not saying sell the farm, sell the plant and move to the hills, but things are really difficult and not likely to get much better in the short-term.” She said manufacturers must be acutely aware of their supply chains and from where they are sourcing products. But that’s difficult for small companies running on thin margins. The U.S. Mexico Canada trade agreement (USMCA) won’t be implemented anytime soon, Dawson warned, but she said the agreement does contain some good trade facilitation elements. On the other hand, she said automakers will face a compliance nightmare under the new agreement. And tariffs are not likely to ease up, according to Dawson. “The fact there is a president who likes to use these tariffs and can use these tariffs means you’re going to continue to see that as a disruptive factor in your supply chains,” she warned. The ‘buy local’ movement in the U.S. is a nice idea, Dawson said, “but it’s a better bumper sticker than it is economic practice.” Canadian companies that supply U.S. government agencies should plan to set up shop in the U.S. or be shut out of procurement processes, Dawson warned. “If you’re in Toronto and supplying U.S. government contracts at the state or federal level, it’s quite likely those contracts could be cut off at a moment’s notice,” she said. While Dawson agreed China needed to be reined in, she said it would have been more effective for the U.S. to take a collaborative approach with its other trading partners, including Canada. Jennifer Fox, vice-president of international trade policy and Canada relations, North American Strategy for Competitiveness (NASCO), highlighted four areas where cross-border trade between Canada and the U.S. could be improved upon. She called for the harmonization of trusted trader programs

NASCO’s Jennifer Fox (left) discusses ways to improve cross-border trade. and a reduction in the burdensome administrative requirements. “There should be one application process for all partners involved,” she said, noting policy changes can make these programs better harmonized. Likewise, greater consistency in e-manifest requirements is needed, Fox added. A trusted trader partner heading to the U.S. must submit the e-manifest half an hour before arrival at the border, but for northbound loads it’s an hour. Some loads are exempt. It’s too confusing for participants and drivers, Fox said.

“This is a program that was designed to enhance security and facilitate trade,” she said. “Harmonizing that program is going to make the border more efficient.” She also expressed frustration that there are no RFID readers at border crossings into Canada, while they are present at all land ports of entry into the U.S. Trucks with transponders are able to save 90 seconds crossing the border, which at a crossing such as the Ambassador Bridge, where 12,000 trucks cross daily, adds up to a lot of time saved. “Just a couple of readers and 90 seconds a truck would sig-

nificantly expedite trade,” Fox contended. She also would like to see FAST cards, which already have RFID transmitters embedded in them, used to expedite border crossings. She also said a tiered FAST program that’s mandatory would get those cards into every truck driver’s hands. “We see these as opportunities to make the border better while working towards bigger, longer-term issues we need to tackle,” Fox said. Daniel Ujczo, a trade lawyer with law firm Dickinson Wright, said manufacturers must now know where every single component on the vehicle is coming from. He said about 40% of vehicles manufactured in the U.S. won’t currently meet USMCA requirements. But he also doesn’t think the new trade agreement will be ratified anytime soon. “The idea we’re going to get a trade deal done in this Congress when we couldn’t even keep the lights on – I don’t see it happening,” Ujczo said, referring to the government shutdown earlier this year. “But it doesn’t mean you can’t prepare.” TN

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Electric Trucks

Power up Electric trucks are all the rage, but now the focus turns to charging requirements By James Menzies INDIANAPOLIS, INDIANA The falling cost of battery packs, to less than US$197 per kWh, is the biggest driver of electrification in medium-duty truck applications. That was a message from Jim Castelaz, founder and chief technology officer of Motiv Power Systems, who was speaking about electrification at the Green Truck Summit here March 5. Challenges to adoption remain, however, including range anxiety and a lack of charging infrastructure. Castelaz said his company has focused on the medium-duty segment for just those reasons, since those vehicles usually operate in low-mileage duty cycles, close to home. Motiv uses BMW battery packs, because the scale in the passenger car market has brought battery prices down further than in the commercial vehicle segment. “We use passenger car batteries. The power-to-weight ratio is lower, so we stress the batteries less than in passenger cars,” said Castelaz. The goal is for battery prices to come down to the $80-$100 kWh range, which will make electrification viable for most medium-duty applications. But that doesn’t mean adoption will be simple. “There are real challenges you need to think through when doing electric vehicle deployments,” said Castelaz. “But we are a lot further on than we were a couple years ago, and we have battery bank prices to thank for that and a more mature supply chain overall.” Prices for other components, such as high-voltage connectors, have also come down in recent years, thanks to the proliferation of electric vehicles. Motiv Power customers have found electric trucks to deliver tangible benefits. One, AmeriPride, has deployed nearly 30 electric trucks and is experiencing 95% uptime, an 85% reduction in operating costs, a 66% savings in maintenance, and 100% driver satisfaction. It has racked up 100,000 miles on its electric truck fleet. The biggest challenge for the company, Castelaz acknowledged, was developing the charging infrastructure. “We’re at an interesting inflection point now, driven by battery prices coming down. What’s going to be the critical path now for the industry is not battery packs,” he said. Bill Combs, director, connected fleet with Penske Truck Leasing, said the leasing giant is working to get electric trucks into customer applications. Benefits include reduced air pollution, lower fuel and maintenance costs, and noise reductions. He

said it will take the entire industry to discover and overcome all the challenges related to deployment. “The opportunity is to test now with multiple fleets running multiple types of operations with multiple electric vehicle types,” Combs said. In addition to the vehicle and the charging infrastructure, fleets must also understand the implications on: parts availability, service, range, payload, grants and incentives, and familiarity with electrical utilities. Education and training are required, even on the driver’s part. “It takes a good chunk of our entire business to make sure we succeed at deploying electric vehicles,” Combs said. Penske is currently testing Freightliner’s new eM2 Class 7 truck, and will also deploy its eCascadia Class 8 once available. The company is in the process of installing charging infrastructure where those trucks will be deployed and it will work closely with Daimler Trucks North America to assess their performance. Electric trucks, in addition to driving operating savings, are also a hit with drivers. Castelaz said drivers appreciate the lack of noise, vibration, smell and heat. “These guys spend eight hours a day in a truck,” he said. “It’s not a good working environment if it’s noisy and shaking.” He said one driver said driving an electric truck changed his life, as it eliminated the back pain he suffered from vibration. While electric trucks generally weigh more than those with internal combustion engines, the weight penalty isn’t as severe as widely perceived to be, noted Mike Roeth, executive director of the North American Council for Freight Efficiency (NACFE). In a sleeper truck, about 7,800 lbs comes out of the truck before the electric powertrain is installed, namely in the form of fluids, the engine, aftertreatment and all the brackets and tubing associated with them. Charging infrastructure With battery costs having come down and truck availability improving, Roeth said the main hurdle to electrification today is charging infrastructure. A recent white paper on the topic (see pg. 27) examined this issue and concluded return-to-base operations are the most practical to convert in the short term. “This takes away a lot of the unknowns,” Roeth said at the Green Truck Summit. He also warned that fleets should expect installing charging infrastructure to take longer and cost more than expected.

Penske is testing the Freightliner eM2 electric medium-duty truck.

“The usual conversation I have with a new fleet that’s looking at going to electrification is, ‘What is this going to do to my power bill?’ That’s the wrong question to ask. Where you are going to spend the money is on what it’s going to take to get power to the site.” – Don Francis, Clean Cities Georgia

Training is required for operators and technicians when converting to electric trucks.

Many types of chargers are available. Jonathan Ells, director, fleet sustainability with NYC Fleet, outlined some of the chargers used in New York City. They range from tow-andplay solar chargers to outlets retrofitted into city light poles. As the municipal fleet adds heavier trucks to its electric vehicle roster, it will look to adopt a gas station-type model, with fast level three charging to support bigger batteries. Don Francis, executive director of Clean Cities Georgia, advised fleets to work with their local utilities before planning charging station installation. They will have useful advice such as where to locate the chargers, and some may even offer to install the chargers at their cost and add a line

to the fleet’s power bill so it becomes an operational expense rather than a capital expense. “The usual conversation I have with a new fleet that’s looking at going to electrification is, ‘What is this going to do to my power bill?’ That’s the wrong question to ask. Where you are going to spend the money is on what it’s going to take to get power to the site,” Francis explained. He also urged fleets to consider future requirements as they scale up. But Paul Stith, director, strategy and innovation, transformative technology with Black & Veatch, noted utilities don’t understand fleets’ operational requirements, so some education will be necessary. TN

50 Truck News – East • April 2019

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Mail

Is Canadian MELT program a good, or poor, start? Dear Editor:

The Canadian Trucking Human Resources Council (CTHRC) developed Canada’s only national standard for training entry-level professional drivers in the late 1990s. This program had strict requirements and was a 255-hour course with an additional 100 hours of mandatory supervised workplace assessment, before a student could graduate. The trucking industry mandated CTHRC to develop Earning Your Wheels as Canada’s only national standard. When the industry heard the price of the new national standard for training entry-level professional drivers, most people said it was too expensive. Over the years, I believe CTHRC (now Trucking HR Canada) only managed to accredit about six truck driving schools to deliver Earning Your Wheels, or an approved equivalency. Mountain Transport Institute in Castlegar, B.C., was one of the last training schools to deliver Earning Your Wheels. Now people are talking about expanding the mandatory entry-level training (MELT) program, whose course content seems to be about 50% of our original national standard.

Why is our federal government talking about establishing a national standard for training entry-level professional drivers when they already paid for one that no one uses? The National Occupational Standards (for professional drivers), National Safety Code, along with a group of top-rated, driver-trainers and driving schools, developed our only national standard over 20 years ago. Why are our provinces, associations and training schools promoting MELT, if in fact it is 50% of what a true national standard demands? It will be difficult to have the Canadian professional driver recognized as a skilled occupation if we endorse a mid-range entry-level training course. It is sad to think what it took to bring driver training to a national issue, and it will be further disappointing if we don’t get it right now. Let’s work toward something we can all be proud of, knowing we will make our roads safer for all. TN Roy Craigen, Transcom Fleet Services

In Humboldt, lots of blame to go around Dear Editor:

In the aftermath of the Humboldt bustruck tragedy, I refuse to refer to it as an accident, because an accident means it was unavoidable – and we all know this was not the case. The facts of this horrible event are starting to unfold and the people that are affected are calling for severe penalties for the driver and the owner of the trucking company, as they should. Even though this so-called steering wheel holder (not a truck driver) ran a stop sign and was in many violations with his logbook, there should be an equal amount of blame put on the owner of the trucking company for turning him loose in his truck in the first place. With everything that has been said about how many laws were broken and violated, nothing has been said about the peat moss company that loaded the truck. If the peat moss company and/or the load broker had checked to make sure there was proper insurance and there was not, well there is a lot of blame to lay here as well. TN Lavern Fogal Markdale, Ont.

Fake safeties a bigger problem than thought

Photos by Freepik / Evening-tao Photos by Freepik / Evening-tao

Dear Editor:

I have just finished reading the Truck News article regarding false safeties. What you found is only a fraction of what is going on. I have first-hand knowledge of the subject, and the fraudulent activities are enormous. The Ministry is well aware of the matter, and despite my best efforts to inform the Ministry about their own liability by continuing to issue those stations, they simply don’t care. They have more pressing issues. I told them how much the false safeties cost, I have shown them the path and method of receiving the false safeties, and I have gotten statements from people who have purchased – but also acted as a thirdparty seller, a broker if you will – and nothing changes. If you were to know that “Raphael” or someone like him has purchased 100 books of safety stickers – 20 in a book – and now sells them for $300 to $500 each, that equates to $600,000 to $1 million. I dare say that is incentive to write them. Especially since no one seems to care. TN Clifford Young

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Announcements

Ad Index

Hino shakes up executive roster; Nikola brings in new president; and Arrow Truck Sales has a new president. Hino Motors Canada (HMC) has made some changes to its senior executive team. Eric Smith has been named president and chief operating officer of Hino Motors Canada and Tony Caldarone has been appointed senior vice-president of sales and customer support. S m i t h su c c e e d s Yu m i ko Kawamura, who held the position for three years and has now returned to Japan to be assigned to the role of general manager for the North American Division of Hino Motors. Smith is now the first Canadian-born president of HMC. The focus in his new role will be on the smooth operation of the business and setting out a plan to achieve the goals outlined in the Hino 2025 vision for service, parts sales, truck sales and production. Caldarone joined Hino in 2002. He has extensive experience in customer support and national accounts, that will give him a solid basis for taking HMC into the next phase of growth and development, the company says. In the U.S., Hino Trucks announced Shigehiro Matsuoka has been appointed president and CEO of Hino North America. Matsuoka succeeds Yoshinori Noguchi, who will step down after a record-breaking tenure as president and CEO. Noguchi will remain fully engaged as an executive advisor through March to ensure a smooth transition, the company announced. • Nikola Corporation announced Mark Russell is the company’s new president. Russell, 56, joins Nikola at a time when the company is poised to start production of several zero-emission vehicles.

“We needed the best. We needed a seasoned manufacturing executive to join the Nikola team. Mark’s background and experience match well with the challenge to ramp up production of the extraordinary vehicles we will unveil at Nikola World on April 16 and 17,” said Trevor Milton, founder and CEO of Nikola. Russell specializes in building successful manufacturing companies, the company announced. He has been building and managing companies in the manufacturing industry for more than 20 years. Most recently, Russell served as president and chief operating officer of Worthington Industries from 2012 to 2018, and prior to that served as president of WOR subsidiary Worthington Steel since 2007. • Arrow Truck Sales announced that Jeffrey Oldham has been named the company’s new president. Oldham has most recently served as COO and general manager of Ag-Power, a multi-location retailer of new and used agricultural equipment. Prior to that, he held various management and executive positions with John Deere including new and aftermarket sales and factory marketing positions. Oldham was also director of sales U.S. and Canada for John Deere Financial. • Eriez-USA announced that John Klinge has been promoted to the newly created position of director, strategic sales, aftermarket. In this role, Klinge will head the Eriez aftermarket business, which includes the company’s service, repair, and spare parts departments. Klinge will be responsible for developing key sales strategies, tactics and action plans to expand all facets of Eriez’ aftermarket business. TN

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Quick Truck Lube ............................... 47

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Eastway Tank & Emergency Vehicles ....... 45

Texis Truck Exhaust ............................ 44

Kingpin Specialists ............................. 42

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ALPHABETICAL LIST Arnold Bros Transport. ......................... 35

Liquid Capital Classified...............................23

Autoclima ........................................ 27

Load Covering Soultions .............................. 31

BTC Express. .................................... 40

Location Brossard........................................22

Burrowes Insurance Brokers .................. 27

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C.U.T.C Inc. ....................................... 60

Newcom Events ............................................. 7

Canadian Shipper ............................... 23

Mobil Delvac Game Changers ...................... 61

Career Opportunities ...................... 32-49

NACV Show.................................................2,3

Challenger Motor Freight ...................... 48

Nal Path Insurance Brokers .........................29

Chevron (Inside the Numbers) ................. 6

Omnitracs .................................................... 14

Chevron Maintenance Best Practices ........ 62

Ontario Driver Medial ...................................23

Child Find-Missing Kids ........................ 29

PMTC Conference ........................................58

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Premier Bulk ................................................33

Classified ......................................... 23

Rite-Line Transportation .............................. 37

Davis Fuels ....................................... 25

Schneider............................................... 37, 46

Dealer Solutions................................. 21

SGT ..............................................................38

Dicom Transportation .......................... 33

SM Freight ...................................................35

Eberspaecher ..................................... 9

Stateside Transportation Consultants..........60

Erb Group.....................................................39

Surface Transportation Summit ...................26

ExpoCam 2019 ............................................28

Sunbury ....................................................... 41

FedEx Freight ...............................................34

Technology & Maintenance Council ............. 15

Forbes-Hewlett ............................................43

Texis Exhaust (Crossword Puzzle)................ 11

Gardewine....................................................39

Texis Exhaust (Crossword Solution) .............59

Grace Transport. ..........................................46

The Rosedale Group.....................................32

Great Dane Trailers ......................................64

Total Canada ................................................ 19

Imperial Oil..................................................... 4

Tradewind Carriers ......................................44

Invoice Payment Systems ............................ 10

Transcourt Tank Leasing.............................. 13

ISAAC Instrument ....................................... 18

Transcourt Management Best Practices ......60

International Truckload Services..................43

Transport Financial Services........................59

JBT Transport ..............................................44

TransX..........................................................33

Jobs Expo ....................................................30

Tremcar ....................................................... 16

Kenworth ....................................................... 8

Trison Tarps ................................................. 17

Keypoint Carriers ......................................... 41

TruckandTrailer.ca .......................................57

Kindersley Transport ....................................49

TruckPro ......................................................20

Lafarge ........................................................45

Volvo ............................................................63

Laidlaw Carriers Bulk GI Inc.........................36

Walmart Logistics ........................................ 42

Light Speed Logistics...................................35

Young Transportation...................................38

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Products Eaton Cummins Automated Transmission Technologies has unveiled a new dual Power Takeoff (PTO) version of the 12-speed Endurant automated transmission. The option includes two PTO mounting locations – an eight-bolt bottom mount and a four-bolt rear mount, offering a combined capability of 85 hp. A single PTO model with an eight-bolt bottom mount location is also available. Since the launch of the 12-speed overdrive model in 2017, the Endurant portfolio has added an 11-speed direct-drive model calibrated for linehaul and regional fleets that typically operate at lower cruise speeds and on flatter terrain. Transmission features include internal electrical system routing, prognostics that notify when a clutch needs to be replaced, and a transmission fluid pressure sensor to notify drivers about low oil levels. There’s also a maintenance-free 430-mm self-adjusting clutch that doesn’t require grease, a 1.2 million km lubricant change interval in linehaul applications, and a replaceable input shaft sleeve for quicker repairs. It’s capable of handling up to 510 hp and 1,850 lb-ft of torque. TN Alcoa’s Dura-Black wheels are bringing a new sense of style to forged aluminum wheels. The wheel’s face is in a “menacing matte black”, while rim flange and mounting surfaces remain bright to support mounting. Both sides have been treated to offer extra flexibility when mounting in steer or drive positions. The wheels come with color-matched components including a black valve stem and a laser-etched logo, and a coordinating Alcoa one-piece hub cover system. Today’s models come in 22.5 x 8.25, 22.5 x 9.0, 24.5 x 8.25, and 22.5 x 12.25 inches. They weigh a respective 40, 48, 51, and 66 lb. The company also offers Alcoa Dura-Black on select stylized wheels exclusively through specific tractor manufacturers. TN

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Toronto-based Boxx Insurance has unveiled Cyberbox x to help transportation and logistics providers stay ahead of cyber threats – part of a broad series of industry-focused solutions. Cyberboxx delivers a real-time score to gauge the state of a company’s cyber exposure, issuing alerts if the score changes. The live intelligence will stop hackers before it’s too late, Boxx Insurance says. The package includes an enterprise-grade firewall, a team of cyber-security and breach response experts, and comprehensive cyber and data insurance backed by Lloyd’s of London. Cyberboxx is available through insurance brokers in Ontario, Alberta, and British Columbia. TN

Cooper Tire’s new Roadmaster RM351 HD tire has been unveiled to support mixed-service applications such as construction, logging, and mining operations. Designed for on- and off-road driving, it comes in 11R22.5 and 11R24.5 sizes, in load range H. The tire is a full inch wider than the RM300 HH that came before it, leading to a 20% larger footprint. Other features include a 32/32 tread depth, offering up to 25% more mileage before removal, depending on the application. Tire life is supported with tie bars between the outside lug and shoulder, along with interlocked shoulder grooves, which collectively help to limit tire squirm and irregular wear. The sidewall is also made with a “curb bar protector” to help protect casings from cuts and scrub-related damage, the company says. There are five lugs overall, creating an open pattern to keep out stones while enhancing traction. Stone drilling is being tackled with stone ejector ledges and angled grooves. The RM351 HD comes with a six-year, two-retread warranty. TN

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Fiction Mark Dalton: Owner-Operator THE STORY SO FAR Mother Load is in need of her annual safety inspection and while Mark is talking about that with another driver, a third man approaches and tells Mark he knows a mechanic that does inspections for $500… • Mark went to see the man named Ralph the very next day. He didn’t have much of a shop. In fact, it was just a single door garage that could fit just one tractor inside at a time. Next door to the shop was a used tire place and next to that was a sandwich shop. Down the other way was a scrap metal dealer whose business seemed to overflow into the parking spaces beside and behind his shop. Mark was used to taking Mother Load to shops that had trucks lined up all the way around the building with six or eight bays operating all at the same time. ‘Oh well,’ Mark thought. ‘Must be trying to get his business going and needs customers.’ Why else would someone charge so little such a labor-intensive and time-consuming job as a safety inspection? Mark parked Mother Load in behind the shop near the large door and realized the place had no sign outside to tell people where it was. He had been going by the unit number and that was the only thing that hinted Mark was in the right place. After knocking on the small door next to the large bay for a couple of minutes with no luck, Mark walked around the entire strip mall and doubled back until he found a unit that had a sign that read Ralph’s Truck Stop over the door. Mark went inside. The front of the shop was pretty grimy, with a couple of old plastic chairs and a table that made for a makeshift waiting area. There was an ashtray on the table with several butts buried in a half-inch of ash. People still smoke inside? Mark wondered. There was an office off to the side and Mark assumed that was where Ralph would be, but the room was empty. “Hello!” he called out and the word seemed to echo in the cavernous back part of the shop.

Illustration by Glenn McEvoy

By Edo van Belkom

Safety first – Part 2 –

Were there even trucks inside? There were no sounds of air hammers banging, wrenches falling, no compressor humming…no sound of anybody actually doing any work. Mark couldn’t help but think this was the quietest truck shop he’d even been inside. He called out Ralph’s name again and a man suddenly appeared from somewhere in the back. “Yeah,” the man said. “What do you want?” Mark was a little put off by that because everything he’d seen so far – including the man’s first words – seemed disconnected from the places he usually brought his truck to for repair. Still, he’d come this far. Why not give it a try? “My name’s Mark,” he said. “What’s yours?” “They call me Ralph.” “Well, Ralph, a guy I know told me you do safety inspections.”

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Mark Dalton returns next month in Part 3 of Safety First.

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Ralph nodded. “Yes, yes, how much did he tell you I charge?” It was an odd question considering who set the price in this kind of interaction, but Mark went along with it. “He told me $500.” “Right! Where is your truck?” “Just in the back,” Mark said throwing a thumb over his shoulder in the direction of the back of the shop. “But I can leave it overnight. See, I know it needs some work so I’m spending the night at a buddy’s house watching the hockey game with friends, you know. So, you can take your time with it.” Mark smiled. “I want to make sure everything’s right.” “Come back in an hour,” Ralph said. “I’ll have it ready then.” That was crazy. Mark knew the brakes were out of alignment, and there were two tires that needed replacing, just for starters. And then there were

probably a half dozen other things that likely needed to be fixed or replaced. No matter how well Mark maintained Mother Load, there were always problems at safety inspection time. Mark wanted to make sure the man understood. “Now, I know it needs a brake adjustment, and who knows what the pads and rotors look like, so you’ll probably have to order those parts for sure. And the treads of two tires are right down to nothing and I don’t want them replaced with any cheap tires, so you’ll have to order those in, too. And it’s been making some noises in idle, and the clutch could be a little tighter…” Ralph didn’t seem to be paying much attention to what Mark was saying. But Mark kept on talking. “Like I said, I’m staying at a buddy’s house tonight. I’ll call you in the morning and come by in the afternoon. Okay.” “Today,” Ralph said with a shrug. “Tomorrow. No matter.” Mark was incredulous. How could anyone do an inspection so quickly, even if everything was brand new and working perfectly it would still take a couple hours to go through all the checks. “Do you even have the equipment to do the inspection?” “I have another shop,” he said, waving his hand dismissively in the air as if gesturing at some place that was miles away. Ah, okay, Mark thought. That makes sense. “Come tomorrow,” Ralph said. “The truck will be ready for you.” “And how do you want me to pay?” “Cash!” The word was out almost before Mark was able to finish his question. Well, thought Mark…it was a deal and there’s always a deal when transactions are made in cash. “Okay, I’ll see you then.” As Mark left the shop his ride was waiting for him. He got in the car said hello to his pal and almost immediately forgot about his truck. All he could do was look forward to a fun night with friends. TN

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The Last Word

Lafarge forges ahead with safety in mind

The saying goes, if you bought it, a truck brought it. But the industry goes so much deeper than that. Not only is trucking responsible for having store shelves fully stocked, it’s the trucks that also supply the materials to help the store itself be built. Without trucks, there’d be no food in the grocery store, of course. But there also likely wouldn’t be a grocery store at all. Enter Lafarge Canada, which has been helping “build better cities” for more than 60 years. To date it is the largest provider of diversified materials with 6,000 employees and 350 sites across the country. The company’s goal is to operate safely, while supplying high-quality materials that are produced and delivered with the environment in mind. The company’s ready-mix fleet consists of more than 700 trucks and drivers, and 50 ready-mix plants in Quebec and Ontario. Drivers for the fleet deliver concrete from Lafarge plants to local construction sites – an important job considering twice as much concrete is used in construction than all other building

materials combined. In fact, after water, concrete is the most widely used substance on Earth. Drivers deliver concrete in a variation of recipes depending on the project. Some customers need colored concrete, others need fast-setting, or extra-strong characteristics. According to Lafarge, its greatest strength is its people who work passionately to help construction on a wide variety of projects, from sidewalks, to hospitals, to schools, and homes. Lafarge said its ready-mix drivers are professionals who have a strong commitment to safety, all while making on-time deliveries with tight schedules. Lafarge is known in particular to be concerned about cyclist and pedestrian safety. It has its own cycling safety strategy and Lafarge trucks also have underbars to keep cyclists or pedestrians from falling under the wheels of the truck, as well as in-cab cameras to assist drivers. The company also has a rigid drug and alcohol policy that also speaks to its commitment to safety. According to Lafarge, all employees are expected to report to work

nce I a n e t n i Ma ractices I Best P

fit for duty, and remain fit during his or her shift. Not only is trucking a safety-sensitive industry, but so is construction. Lafarge says just as it is not safe to operate vehicles when under the influence of alcohol, the same goes for marijuana. Grayham Thomson, general manager, southwest Ontario ready mix/director of Eastern Canada ready mix delivery, said even though the company prides itself on its professional and safe truck drivers, driver turnover is still challenging thanks to the aging driver population. “Lafarge is lucky in the sense that many of our drivers have been with us for so many years,” Thomson said. “Some with over 50 years of service. We recognized many years ago the need to start looking at different avenues to attract younger drivers to the industry.” Lafarge isn’t your average trucking company. Most of its drivers have a fantastic work/life balance because for the most part, they’re home every night after a full day’s work – something a lot of trucking companies can’t promise.

Lafarge drivers can also take pride in helping build the cities in which they live and work; they can help build skyscrapers and other landmarks. And Lafarge says its drivers enjoy the variety of work they can do, as well as how different, stimulating, and rewarding it is. But even with the driver shortage looming, Lafarge said it “does not sway” from its extensive hiring protocols. “(The hiring procedure) primarily consists of interviewing, good driver abstracts, CVOR checks, pre-employment road testing, reference checks, as well as other Ministry and company required items,” said Thomson. “Once a driver is hired, there is also extensive training on all government-required training such as hours-of-service, pre-trip inspections, defensive driving and more… this training is also required for our existing drivers and Lafarge ensures every driver is fully trained and is committed to the safety of everyone.” Thomson added Lafarge is a good fit for men and women who want to return home every night, while being compensated generously. “Our drivers are a family who care for one another and help keep each other safe,” Thomson added. To help hire more drivers, Lafarge regularly advertises in trade publications, and more recently has partnered with a driver training school. In the future, Lafarge says it is poised for growth as infrastructure is updated and the need for housing continues. TN

Sonia Straface is the associate editor of Truck News. She has been covering the Canadian trucking industry since 2014.

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62 Truck News – East • April 2019

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sit up and take notice The industryâ€™s only reclining mattress

The best thing to happen to sleep since pillows. Only Volvo offers a reclining, innerspring mattress with a memory foam pillow top. Our designers went on the road to talk to thousands of drivers to see what they want most in a sleeper cab. Then they created our new interiors. Now what drivers want most . . . is a Volvo. Learn more at volvotrucks.ca

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GD YouWon'tSeeIt TruckNews 1_736 DMD 0119 3/6/19 1:00 PM Page 1

THE MOST THERMALLY-EFFICIENT TRAILER AVAILABLE Your reefer wears water weight well. In fact, it can pack on hundreds of pounds and you would never know. Until it hits the scales. ThermoGuard has 3x more adhesive strength, and the patented metal barrier helps ensure that insulating gases stay in, water stays out, and uptime stays maximized. Learn more at info.GreatDane.com/reefer

❯ Visit us at the TMC Show Booth 440 • March 18-20 Georgia World Congress Center • Atlanta, Georgia

Available exclusively for the Great Dane Everest reefer.

GREAT DANE AND THE OVAL ARE REGISTERED TRADEMARKS OF GREAT DANE LLC. 736 DMD 0119

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