Issuu

April 2011 Volume 31, Issue 4 Delivering daily news to Canada’s trucking industry at www.trucknews.com

Mixed messages Carriers complain e-logs not being accepted in Quebec By James Menzies MONTREAL, Que. – Are enforcement officers in Quebec shunning electronic hours-of-service logs? That’s the message some fleets are receiving; a message that threatens to disrupt the widespread adoption of electronic onboard recorders for the tracking of driver hours-of-service. However, Arnold Yetman, carrier enforcement officer, Control Routier Quebec, insists carriers are welcome to use electronic logs in Quebec, as long as the systems fully comply with federal guidelines. And the Quebec Trucking Association has received recent assurance that carriers can use EOBRs for hours-of-service recording, provided the systems meet the regulatory criteria. “They are accepted if they meet the regulatory requirements,” Yetman told Truck News. (See related story, pg 15 for list of requirements). “It’s that simple. If they don’t meet the regulatory requirements, they will get fined.” But tell that to Jim Harris, fleet safety manager for Total Logistics Group, which has recently equipped its fleet with

csi belleville: Rob Haggarty, president of ITS, describes how the company executed its first ever acquisition. Photo by James Menzies

For ITS, getting the lawyers out of the room helped pave the way for CSI Logistics acquisition By James Menzies BELLEVILLE, Ont. – It was 8 a.m. on Monday, Jan. 31 when Rob Haggarty and Craig Cottrell gathered to address the office staff at CSI Logistics at its headquarters in Cornwall, Ont. At the same time, Max Haggarty was summoning Internation-

al Truckload Services (ITS) employees for an announcement at the company’s Belleville facilities, 256 kilometres to the west along Hwy. 401. What was about to transpire was the culmination of months of boardroom bargaining and legal wrangling that occurs behind the

scenes of any significant trucking industry acquisition. Sometimes, the cat is already out of the bag long before the paperwork is signed and the merger or acquisition is announced. Other times, as was the case of ITS’s acquisition of CSI Logistics, the Continued on page 37

Continued on page 12

A new Star is born

Inside This Issue...

• LCVs here to stay?:

The Long Combination Vehicle pilot project in Ontario is a ‘pilot’ no more. The province has made it a regular permit program and doubled participation. Page 17

• Medium-duty report:

We report on new medium-duty truck offerings introduced at the recent Work Truck Show in Indianapolis, Ind. Pages 39-42

Our mufflers are stronger, last longer and save you $$$!

• CSA Security: Flatdeckers are facing increased scrutiny when it comes to load securement in the US under CSA.

See pg. 43

Page 61

• Eye for an eye: Mark Dalton closes in on perpetrators of a heinous crime that left a trucker badly beaten.

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Page 4 TRUCK NEWS

April 2011

Monthly Class 8 Sales - Jan 11 There were 1154 Class 8 trucks sold in the Canadian market this January, opening the year on a somewhat positive note. The total was an improvement over disastrous 2010 but was still the second weakest January since 1999. This was in spite of improving sales totals in the fourth quarter of 2010 and a great boost in Class 8 sales for the month of January, south of the border. The sales total was also about 600 trucks short of the five-year average.

OEM

Historical Comparison - Jan 11 Sales

This Month

Last Year

Freightliner

317

269

International

257

259

Kenworth

173

202

Mack Peterbilt

145

120

Sterling Volvo Western Star TOTALS

105

1154

1031

Historical Comparison - YTD Jan 11

Class 8 Sales (YTD Jan 11) by Province and OEM BC

ALTA

MAN

ONT

QUE

Freightliner

OEM

160

317

Kenworth

173

Mack

SASK

PEI

CDA

International

257

Peterbilt

145

105

Volvo Western Star TOTALS

107

212

394

242

1,154

South of the border January orders for new Class 8 trucks soared by 320% to 27,000 from the year-ago level. Some US forecasters believe that is a clear signal that the industry will enjoy a much stronger 2011. If Canada is to see the same improvement is yet to be seen. January’s numbers were better than 2010 but not by much. And some truck manufacturers believe that sales in the second half of 2011 will slow because once the smaller and medium sized truck fleets start to buy they will find their lenders not as willing to allow them to purchase as much iron as in years past.

12 - Month Sales Trends

Market Share Class 8 – Jan 11 YTD

2,000 1,900 1,800 1,600 1,400 1,200 1,000 800 600 400 200 0 Sales

February

March

April

May

June

July

August

September

October

1,149

1,734

1,801

1,574

1,545

1,531

1,536

1,712

1,981

November December

1,887

1,832

January

1,154

After three straight months of truck sales coming in above 1,800 units, they slipped below 1,200 again in January. In fact the month’s total of 1,154 trucks sold was the second lowest of the past 12-month period.

Freightliner, a market leader in the Canadian market for many years before International took over the top spot a few years ago, has jumped out to an early lead with 28% market share. International, whose market share has been on the decline over the past year, is still a strong second with 22%. Kenworth’s numbers are also a drop from its 19% market at the end of 2010.

Source: Canadian Motor Vehicle Manufacturers Association

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Page 6 TRUCK NEWS

April 2011

E-log enforcement inconsistencies punish early adopters The widespread adoption of electronic on-board recorders (EOBRs) as a means of tracking driver hours-of-service has hit a bump in the road, as carriers operating in Quebec have received mixed messages about the acceptance of the devices. Proponents of the systems only hope it’s a speed bump and not a roadblock. As you can read in this month’s cover story on the subject, enforcement officers in Quebec have been fining carriers for failing to provide paper logs during roadside inspections. And it’s no small fine, either. Total Logistics Group received a fine of $956 for failing to provide paper logbooks and I’ve also heard from a motor coach company that has twice been fined for the same infraction. By the same officer, no less. Both companies use electronic log systems that comply with all the federal requirements. What’s most disconcerting, however, is the flagrant disregard for – or ignorance of – the rules that some enforcement officers in Quebec seem to carry. In the case of the motor coach company, I’m told the bus driver informed the enforcement officer that e-logs are legal in Canada, only to be told “You’re not in Canada, you’re in Quebec.”

Editorial Comment James Menzies

I’m sure such instances are rare. The SAAQ officer I spoke with assured me electronic logs are accepted in the province, however he admitted there are enforcementrelated challenges. For starters, every system that’s in the market displays information slightly differently. And while most systems offer the option of faxing paper records to the scale house, Arnold Yetman pointed out that in Quebec, enforcement is often conducted in the field from the officer’s car and not at brick-andmortar inspection stations. Fair points, both of them. Still, it’s not right to punish carriers that have been early adopters of EOBRs, especially considering most have made the investment in an effort to improve hours-ofservice compliance and to more easily identify discrepancies or violations. These carriers should be rewarded, not punished. And yet, I’ve heard from some of these very carriers that they have been centered out for increased scrutiny since they began installing

Money well spent With diesel pricing continuing to rise and shippers becoming more reluctant to accept fuel surcharges unless carriers can prove they are doing everything they can to conserve fuel, dealing with this issue is becoming paramount. Whether you are an owner/operator, a small fleet or a large one, a private carrier or a for-hire carrier, how you handle fuel management is either going to carry you or bury you. We already saw this happen once before when spiking diesel prices in the late 90s caught carriers and owner/operators with insufficient surcharge and fuel efficiency strategies in place. The result: owner/operator protests that in the end proved futile and the loss of about a quarter of the smaller carriers in Canada. Over the past few weeks I have spent a good chunk of time in cabs

Did you know? Why shippers are more sensitive about rates Shippers were more focused on cost reduction and profit growth in 2010 than in recent years, according to the findings of the sixth annual benchmarking survey undertaken by Dr. Alan Saipe of Supply Chain Surveys Inc. for CITA, with the sponsorship of RBC Capital Markets and the support of Transport Canada and Nulogx Inc. Almost 40% of shippers responding to the survey said they were focusing on maximizing profitability, which is double the number of respondents who said likewise just two years ago.

The view with Lou Lou Smyrlis

and in simulators across the country, learning all about fuel-efficient driving techniques for an educational video we are producing on the subject. I’ve had the good fortune to learn from expert teachers such as Allan Babbin at Challenger Motor Freight, Eric Roeder and Peter Rintoul at Bison, and Martin de Repentigny and Steve Overend at Drivewise. From these most professional of professionals I learned the importance of having not only the skills to drive in a fuel-efficient manner but also the attitude that this is the only way to drive to be efficient, safe, and keep your

EOBRs in their vehicles. Encouragingly, since I first wrote about the enforcement inconsistencies in Quebec on Trucknews.com March 4, a meeting involving several stakeholders has been held. Quebec Trucking Association president Marc Cadieux tells me it was a productive meeting, lasting nearly three hours. By the time it concluded, SAAQ policymakers promised to remind their front-line enforcement officers that e-logs are to be accepted in the province, provided they meet all the regulatory requirements. Cadieux chalked the entire episode up to poor commu n ic at ion a nd dismissed the widely held notion that Quebec was unilaterally rejecting electronic logs because it was finding tickets would not hold up in court when not supported by paper evidence. Pol ic y ma ker s , suppliers and carrier groups such as the QTA are to be commended for blood pressure from spiking every time you find yourself on a congested highway or on a tight delivery deadline. I learned first hand from these folks about how critical it is to understand the unique characteristics of the equipment you are driving and drive within their limits; how to conserve fuel by not misusing engine power while getting up to speed and managing space to reduce hard brake applications, how to find the engine’s sweet spot and the correct ways to use any advantages the road and the wind give you. What they taught me is something every driver should know. It is what every driver must know. Yet, paradoxically, our annual research, conducted in partnership with the Canadian Trucking Human Resources Council, shows that only 47% of drivers receive training in driving skills and only 40% receive training in fuel efficiency. Clearly this is an area our industry must improve upon, and

For the first time Top Business Priority (% of replies) since 2006, maximizing profitability had a higher business priority than increasing customer satisfaction. In addition, a quarter of respondents said they were focused on reducing costs. Combined, Growth Reducing Maximizing Maximizing Increasing getting costs down Costs Profitability Asset Customer and maximizing profits dominated the agenda for 63% of the group. At The survey found that the combinathe same time, however, customers tion of needing to reduce costs while servicing more demanding customcontinue to become more demanding. Eight in 10 respondents to the ers produced growth in transportasurvey felt customer requirements tion complexity again this year. Only were becoming more demanding. 6% of respondents thought their

acting quickly to straighten out this mess. However, until the courts dismiss fines pending against carriers that are using electronic logs and until there’s some evidence on the front lines that enforcement officers have gotten the message that they are in fact legal, this situation bears continued monitoring. n – James Menzies can be reached by phone at (416) 510-6896 or by e-mail at jmenzies@trucknews.com. You can also follow him on Twitter at Twitter.com/JamesMenzies.

do so in a hurry. Carriers must also do a better job of getting “granular” with their fuel performance. They must track and understand the driving behaviour for each of their drivers so they stand a better chance of addressing the weak spots. Owner/operators should do the same with their own performance. But it can’t stop there. Carriers must also do a much better job of getting the buy-in of each and every driver in the fleet; of ensuring that driving in a fuel efficient manner is always top of mind. Our annual research shows that receiving rewards and recognition for fuel efficient driving is highly important to drivers. I would say that including such recognition and rewards for fuel efficient driving is money well spent. n – Lou Smyrlis can be reached by phone at (416) 510- 6881 or by e-mail at lou@TransportationMedia.ca. You can also follow him on Twitter at Twitter.com/LouSmyrlis. transportation function was becoming less complex while more than 80% found it was 2008 becoming more complex. On a positive note, shippers found that service quality in most modes improved in 2009 both 2009 and again in 2010. CITA members include many of the largest ship2010 pers in the country. About three quarters of the survey group spends more than $10 million on purchased transportation each year – 11% spend more than $100 million and 4% spend more than $250 million. The survey report is available for sale for $99 and can be ordered through Bob Ballantyne at Ballantyne@bellnet.ca n

April 2011

TRUCK NEWS Page 7

contents

in brief

Question of the month Are you in favour of expanding Ontario’s LCV program? page 70 Mark Dalton in...

An eye for an eye

Part 3

page 68

departments

new products: A big catch from Trout River. Pages 43-50

Truck Sales 4 Opinions 6 In Brief 7 8-10 Border East 11 Quebec 12-15 Ontario 17 West 18 Canada 20-25 David Bradley, Industry 26 Al Goodhall, Over the Road 28 Mark Lee, Tomato,Tomahto 30 Karen Bowen, Health 32 Chris Singh, Health 32 Bruce Richards, Industry 35 Medium-Duty 39-42 People 52 Scott Taylor, Tax Talk 56 Ask the Expert, Safety 57 OEM/Dealer News 58-60 62 Fleet News Advertiser’s Index 63 Profitability Dashboard 65 Mail 67 Rob Wilkins 69

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Rosedale execs featured at next Driving for Profit seminar event MISSISSAUGA, Ont. – Rolly and Ron Uloth of The Rosedale Group will be participating in the ‘How We Did It’ segment at the first installment of the Driving for Profit seminar series for 2011. Truck News’ editorial director Lou Smyrlis will sit down with the father and son team to receive a first hand account of the triumphs, trials, and tribulations in the making of a successful operation. The cost to attend the event, to be held at the Capitol Banquet Centre in Mississauga April 6, is $85. For more information or to register, visit www.drivingforprofit.com. n

Trucking conditions continue to improve: FTR NASHVILLE, Ind. – Trucking conditions in the US continue to improve, according to the most recent FTR Trucking Conditions Index. The index, a compilation of factors that affect trucking companies, rose to 9.1 in January, up from a December reading of 7.1 The index has been steadily rising since October 2010, industry forecaster FTR reports. Any reading above zero indicates a healthy trucking environment. FTR predicts the index will continue its upward trend until mid-2012. “Good freight demand and tightening capacity are allowing truckers to push freight rates higher,” said Eric Starks, president of FTR. “We expect to see significant movement as we leave the winter freight lull behind in March. Our expectations for improving freight conditions are increasing, but at the same time we are moderating our near-term assessment for regulatory drag, as we now believe that more of this will be concentrated late

in the year and into 2012.” Still, Starks warns of challenges in the months ahead. “Significant cost increases are on the horizon, including higher equipment and labour costs,” he warned. “These increases would negatively affect the Trucking Conditions Index, but we feel that they will be outpaced by the improving rate environment. A major wild card is fuel prices. The recent sharp runup in fuel costs due to Mideast unrest (not yet reflected in the TCI), if sustained, will put a great deal of pressure on marginal carriers. The time lag between the increase in the cost of diesel and their ability to recover the cash via fuel surcharges will put stress on already-shaky balance sheets. The net result might be a further tightening in capacity as marginal carriers succumb, provided that the oil price run-up is not so severe as to adversely affect the recovery itself.” n

Page 8 TRUCK NEWS

April 2011

border

Proposed US HoS changes come under fire from all angles WASHINGTON, D.C. – Proposed changes to US hours-of-service regulations have been given a rough ride in recent weeks, as the Federal Motor Carrier Safety Administration (FMCSA) has sought public and industry reaction. Most of the reaction has been decidedly negative, as organizations from across the continent, including trucking, law enforcement and shipper groups, have panned the proposal. The Canadian Trucking Alliance (CTA) said the proposed changes will have a significant negative impact on the efficiency and productivity of the North American supply chain and would be particularly disruptive to the shipment of US exports with no appreciable benefit to driver safety. “The systems, routes and schedules carriers deploy in shipping US exports to Canada have been designed around the current Hours-of-

Service rules,” said CTA CEO David Bradley. “Any reduction in the current rules will have detrimental effects on the ability of trucking to service the delivery of US exports which will have a negative impact on the US manufacturing sector at a time when the economy is still very fragile.” Bradley warned a reduction in driving and on-duty time would add from one to three days to the transit time of US goods destined for the Canadian market. “Canada is the number one export destination for the United States as a whole and for about 70% of the individual US states,” Bradley said. “President Obama has set a goal to increase US exports and Canada is the United States’ major customer. During the recession, exports to Canada were a key to survival for many US businesses. The proposed changes to the hours-of-service rules will negatively impact that trade.”

Meanwhile, the enforcement community was no more receptive. Commercial Vehicle Safety Alliance (CVSA) executive director Stephen Keppler said the proposed changes would make it more difficult for roadside inspectors to verify compliance. “We believe the prudent course of action at this point would be to retain the current rules,” he advised FMCSA. The US Small Business Administration’s Office of Advocacy also asked FMCSA to keep the current rules, noting the proposed rules are not supported by health and safety data and would reduce flexibility for drivers and potentially even have negative health and safety consequences. The US Chamber of Commerce called the proposal a “direct contradiction” of President Obama’s order to reduce burdensome regulations on businesses. “If implemented in its current

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form,” the Chamber opined, “this regulation would be a model for such regulation that actually produces lower safety standards while simultaneously hurting business productivity in the domestic and global supply chain.” Meanwhile, an independent review of the FMCSA’s proposed new hours-of-service rules found the agency overstated the proposal’s benefits. The review, conducted by Edgeworth Economics, found the changes would result in a net cost of US$320 million a year, rather than the US$380 in annual gains the FMCSA is touting. “We find that FMCSA has overstated the net benefits of the proposed rule by about US$700 million annually,” the review found. “FMCSA has made a number of substantial changes to its approach since the previous (regulatory impact analysis) issued in 2007. We find that, in every instance, FMCSA’s new methodologies and assumptions increase the apparent net benefits of the proposed rule. However, many of FMCSA’s new approaches rely on misapplication of available data, use outdated information, or lack empirical support entirely.” And adding insult to injury, a leading researcher whose work was cited by the FMCSA when supporting its case, accused the agency of misrepresenting his research. Dr. Francesco Cappuccio, a professor and researcher at Warwick Medical School in the U.K., reviewed 16 published studies on the effect of sleep duration on mortality. He also co-authored a 2007 study that the FMCSA, according to the American Trucking Associations, “leaned on most heavily to support its proposal” to rewrite hours-of-service legislation. The agency used Cappuccio’s study to conclude that short projected increases in sleep could generate roughly US$690 million in annual health benefits for drivers. Cappuccio, however, has said the FMCSA cannot use his findings to quantify benefits to justify its proposed regulatory changes. “(T)he current evidence…do(es) not support the conclusions of the FMCSA that a small increase in sleep duration of a few minutes following the HoS options proposed, particularly in the groups with baseline daily sleep of more than six hours per night, is likely to decrease the mortality risk of individuals or groups,” he reported. He also said there is “no evidence to prove, that without additional measures, a simple reduction in work hours will result in increased sleep time.” The ATA said Cappuccio’s comments are further evidence that the FMCSA’s proposed hours-of-service changes are flawed. “American Trucking Associations has said since the outset that policy changes of this scope need to be based on sound science and research, not political pressure and unproven theories,” ATA president and CEO Bill Graves said. “The fact that this prominent physician and sleep researcher clearly states the agency is wrong to use his and others work in this way clearly exposes the serious flaws in this proposal.” n

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NHTSA administrator gives keynote address at Green Truck Summit By James Menzies INDIANAPOLIS, Ind. – The US is on the cusp of some major technological advances that will improve the efficiency of how goods are transported, David Strickland, administrator of the National Highway Traffic Safety Administration (NHTSA) said during a keynote address at the Green Truck Summit. He was referring to improvements in fuel efficiency that will result from NHTSA’s fuel economy standards for heavy-duty trucks, to be implemented with the 2014 model year as well as other breakthroughs such as vehicle-to-vehicle communications. “We, as a country, may not be able to deliver pure labour as inex-

mandated fuel economy standards. “We saw market imperfections, where technologies that have the opportunity to save fuel and save resources weren’t percolating all the way down as deeply as they should,” he explained. However, he stressed the government will not mandate specific solutions as part of the program. “The first thing we have to do is make sure we’re setting performance standards and not picking technologies,” Strickland said. “Picking technologies is like trying to bet on the winner or loser. More times than not, you end up elevating the loser and that’s not the goal here. Not everybody is going to want to go hybrid, not everybody is going

‘The first thing we have to do is make sure we’re setting performance standards and not picking technologies,’’ David Strickland, NHTSA administrator

pensively as some other countries around the planet, but we are the lead innovators around the planet,” Strickland said, noting American companies have the opportunity to lead the way in the development of fuel-efficient vehicle technologies. Strickland went so far as to suggest Obama’s fuel economy standards for heavy vehicles present an opportunity for the next big transportation breakthrough, on par with the development of the railroad in the 1800s, the mass production of the automobile in the 1900s and the development of the Interstate system. “The next goal of the 21st century is: how do we build on that? The central choice that the president has made is how do we improve the fuel efficiency and greenhouse gas profile of the entire fleet; and that includes the heavy-duty fleet?” Setting fuel economy standards for heavy-duty vehicles will improve air quality and lessen America’s dependence on foreign oil, Strickland noted. With fuel representing the largest cost of running a truck fleet, Strickland acknowledged some may question the need for government-

to want to go natural gas. There are lots of ways to get there.” Strickland was unable to discuss the nuts and bolts of the program in any detail because it is still in the rulemaking process. The administrator also spoke of emerging technologies such as vehicle-to-vehicle communications, which can potentially help alleviate congestion and improve transport efficiency. Strickland described the possibility of a vehicle that’s in heavy traffic due to an accident being able to communicate the delay to other vehicles headed towards the area so their drivers can reroute accordingly, avoiding the traffic jam. “You have real-time reports from the road you are on,” Strickland explained. “It has huge promise not only for safety but also for fuel efficiency.” The challenge, he admitted, will be to deploy such technologies in a way that’s not distracting to the driver. Strickland said the NHTSA hopes to have a V2V communications strategy by 2013 with deployment sometime after that. n

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TRUCK NEWS Page 11

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Nova Scotia looks to bring roadwork in-house, threatens to kill 80/20 rule TANS wonders how union workers with government-owned trucks can offer savings? By James Menzies TRURO, N.S. – Nova Scotia documents, uncovered by the Canadian Taxpayers Federation through the Access to Information Act, have revealed the province plans to get into the roadbuilding and quarry operations businesses and will kill the so-called ’80/20’ rule which assures local truckers are used for 80% of the work on taxpayer-funded construction sites. The 80/20 rule, a gentlemen’s agreement between the province and the Truckers Association of Nova Scotia (TANS), ensured local truck operators benefited from taxpayer-funded construction projects. However, a Ministry of Transportation and Infrastructure Renewal plan to bring road construction in-house and conduct it using unionized workers and provincially-owned trucks would leave many dump truckers out of work, TANS claims. “For many of our members, roadbuilding work is essential for us to survive,” said TANS executive director, Wayne Onda. “This plan cuts us out of the roadbuilding work we are doing now.” The Nova Scotia Roadbuilders Association was equally alarmed by the plan. “Government documents that came to light Thursday (March 10) reveal that bureaucrats have been secretly working for almost a year to create a Government Road Company,” the organization said in a release. “The documents clearly show that the government has its decision based on dated, flawed and incomplete information that misrepresents our industry and how it operates.” For its part, the department claims its road construction costs are too high and can be lowered by bringing certain functions inhouse. The province wants to develop a Government Road Company and operate a mobile asphalt plant and chip sealing crew. It also plans to open and operate quarries on Crown land, documents reveal. “Nova Scotians have been forced to pay far too much for some road work in this province the last number of years,” Minister Bill Estabrooks said in response to criticism from roadbuilding organizations. “That has to stop. It has to stop because paying more means paving less.” However, TANS members are now wondering how they, and their 80/20 rule, became caught in the crossfire and how unionized government workers using government-owned trucks could possibly do the job more economically? Onda told Truck News the province pays TANS members $19.96 per axle for a total of $59.07 per hour for a three-axle dump truck, while government trucks are typically paid $88.48 per hour. Also, he pointed out, most governmentowned trucks are configured for snowplow operations and have just 10.7 tonnes of payload compared to the average of 16 tonnes of payload TANS trucks are able to haul. “They are 45% less efficient

than we are today,” Onda said. Yet government documents accessed by the Canadian Taxpayers Federation clearly show the province is planning to scrap the 80/20 rule and give the work to government employees. “TANS will not support the proposal as TIR (the Department of Transport and Infrastructure Renewal) will perform all the trucking,” page 11 of the Asphalt Report, accessed by the Canadian Taxpayers Federation, reads. “TANS will see this as work being taken away from them as they will

ince’s poor planning when tendering projects. They’ll issue several tenders for work in a county at one time, requiring contractors to call in trucks from far and wide and then go months, sometimes years, without committing to more work in the region, he said. “The work itself is so sporadic, but the rule itself is fine,” Onda said. According to the Taxpayers Federation, workers belonging to the Canadian Union of Public Employees (CUPE) would benefit from the provincial plan, including flag holders who could make

‘The civil servants and CUPE members who think they can offer competitive roadbuilding services can quit their day jobs, raise money, buy equipment, hire workers and bid for road contracts on their own,’ Canadian Taxpayers Federation not get the opportunity to haul approximately 88,000 tonnes of hot mix asphalt.” Onda admits the 80/20 rule isn’t perfect, but it was accomplishing its goal of ensuring local truckers were hired for local projects. “80/20 had its ups and downs,” Onda told Truck News. He said the biggest problem is the prov-

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up to $275 a day, not to mention a generous pension and benefits. CUPE disputed those comments. “The Canadian Taxpayers Federation would like to see workers making $10 an hour with no benefits and no pensions,” said CUPE Nova Scotia president Danny Cavanagh. “They are not interested in seeing people being able to

earn a living wage or being able to retire with some dignity. They have a simplistic outlook on everything, which boils down to ‘public bad, private good’.” Cavanagh added: “Nova Scotia highway workers and the Department of Transportation are more than capable of getting this work done and saving money in the process.” Onda found it ironic flag holders could be pulling in up to $275 a day while independent truckers, who have invested heavily in equipment, rarely make that kind of money. “Our guys driving truck don’t get that at the end of the day,” Onda observed. The Taxpayers group, in what has already become an ugly war of words, offered its own solution for lowering roadbuilding costs: “The civil servants and CUPE members who think they can offer competitive roadbuilding services can quit their day jobs, raise money, buy equipment, hire workers and bid for road contracts on their own. But first, of course, they would have to write a real business plan to take to the banks.” A more reserved Onda said many of his members are waiting to learn more information about the province’s intentions. “Nobody has been consulted,” he said. “Nobody knows what to make of it.” n

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April 2011

quebec

Electronic logs are permitted in Quebec, SAAQ confirms Inconsistent enforcement causes confusion about e-log acceptance

eral requirements. They have a were told by Shaw Tracking that court date scheduled to dispute when the officer asks for the logs, the charges on March 24. we could hand him the screen Meanwhile, Bessette & Bouthat we had in the truck for him dreau, a 100-truck fleet out of Stto see the log. Maybe that’s not Continued from page 1 a fax wouldn’t suffice. The drivHyacinthe, Que. enou g h , m ayShaw Tracking’s electronic loger, who had a paper logbook with recently bega n be we will have ‘There seems to be to print the log? ging system – a system that was him, then offered to update it to installing Shaw designed to meet the regulatory Tracking systems a bit of a disconnect That would be match what was displayed by the requirements of any jurisdiction. EOBR, but the officer told him quite expensive, in all its tractors, He told Truck News his company he had to update his logbook bewith the intenbetween the policy to have printers recently received a $956 fine for, fore leaving the terminal, accordin the trucks.” tion of automatfolks and the in his words, “allowing a commering to Harris. Not to mening their hourscial vehicle on the road without a “He said he’d never seen this tion counterproof-ser vice. But enforcement folks,’ ductive. logbook.” Yves Letarte told Geoff kind of thing before and it was The driver, Harris says, was not accepted in Quebec,” Harris Truck News the Wood is the CaGeoff Wood, CTA recalled. “I’ve hired a lawyer and carrier heard renadian Trucking pulled in for inspection by an enforcement officer who was not I’m waiting for my court date.” ports SAAQ was Alliance’s resifamiliar with e-logs. The driver Truck News has also heard from not accepting e-logs at all, causdent EOBR expert and a memfirst offered to provide a paper a motor coach company that has ing B&B to second guess its inber of the Canadian Council of copy of the records by faxing the twice been charged with failing to vestment. Motor Transport Administradocuments to the inspector’s ofprovide paper logs, even though “We were in the process of intors (CCMTA) EOBR working fice, however after some considthe company says its Webtech stalling the Shaw Tracking units group. That group laboured over eration the officer reportedly said in our fleet,” Letarte said. “We the creation of an EOBR protocol Wireless system meets the fedfor enforcement agencies across the country, aimed at harmonizing how inspectors from various regions accept, view and interpret electronic logs. The CCMTA’s policy recommends that inspection officers first try to interpret the logs via the device’s display screen, which is usually attached by cord to the dash so it can be handed out the window to an officer. Failing that, the CCMTA’s policy suggests inspection officers allow the driver to fax the records to the scale Authorities/Permits technology solutions educAtion house, where they can be viewed Starting a career or business in printed form. Avaal Express IFTA Filing • IRP Plates in trucking? Enroll in our “Those are the options that are C-TPAT, FAST, PIP, CSA available and for the most part, Trucking Dispatch US & Canada Bonds it’s working,” said Wood. “In let's you manage your business Specialist Course Quebec, there are some issues ACE • ACI Brampton: Sat-Sun 9am -2pm (2 weekends) all in one application! and there seems to be some conSurrey: Mon-Fri 6pm-10pm (1 week) fusion about whether or not the New Batch starts every month • Web Development • I.T. 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Since enforcement inconsistencies were first identified in a Trucknews.com article March 4, a meeting was held between stakeholders including suppliers, the With other plans, every month that goes by that you don’t have a SAAQ, carriers and the QTA. claim means your hard-earned premium payments are gone forever!!! SAAQ confirmed at the meeting that EOBRs that comply with the Join the thousands of Owner Operators who have discovered the better way. federal regulations are, in fact, to be accepted by enforcement offiThe “Personal Accident Compensation Plan” cers. The agency also suggested underwritten by The Manufacturers Life Insurance Company drivers carry with them 14 days pays you a monthly income if you can’t work due to an injury or illness worth of blank paper logs, so they can duplicate the EOBR logs on and the Return of Premiums benefit guarantees to return 100% of the paper upon request. premiums you have paid, in claims or cash, tax-free! QTA president Marc Cadieux chalked the whole series of events You Can Have Your Cake and Eat It Too. Don’t Wait . . . Call Today! up to a misunderstanding beCALL TODAY! – PAYCHEQUE PROTECTION FOR TRUCKERS tween policymakers and the enToll-Free: Coverage Based On Your Gross Income forcement folks on the front lines. www.innovativeinsurance.ca “I would call it a lack of com-

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munication,” Cadieux said. “I would say it’s more that maybe the word did not get out as clearly as it should have on the ground.” “We had quite a good discussion,” Cadieux said of the March meeting. “It lasted close to three hours. The enforcement agents had a little bit of difficulties with their fax

capabilities at the beginning and that is almost solved. There has been progress.” At the conclusion of the meeting, the SAAQ promised to remind enforcement officers that electronic logs from compliant systems are acceptable and the QTA communicated the same message to its members. The

latest discussions should put to bed the widely-held belief that the SAAQ was reluctant to accept e-logs because charges for violations have little chance of holding up in court when they’re not backed by paper-based evidence. “I think it’s more of a miscommunication,” Cadieux said.

Most systems from leading suppliers, it should be noted, have the ability to send paper records to a fax machine at the touch of a button. “A lot of times if we get the fax and everything is there and it’s all within the law, we will probably give the person a break,” Yetman Continued on page 14

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April 2011

quebec

Benefits of electronic logs enough to risk further fines, Total Logistics’ Harris says Continued from page 13

says. “But we’re not always near a control station, sometimes we’re doing it from our car and we have no printer.”

Kate Rahn, director of operations with Shaw Tracking, says the conflicting messages coming from Quebec have not been good for EOBR sales in the province.

“We don’t have a lot of fleets in Quebec that are using electronic logs,” Rahn says. “But this whole thing has put a halt on anything our sales guys were doing in Quebec.”

The CTA’s Wood, however, doesn’t think complications in Quebec will slow the widespread adoption of electronic logs, which continues to gain momentum

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across Canada and the US. “I’d say it’s isolated but it’s something that needs to get addressed,” Wood said of enforcement challenges in Quebec. “It’s only a matter of time before the issue is resolved in Quebec. Is this seen as something that’s going to derail the whole process? I’d say no.” A nd Total L ogistics’ Harris agrees, noting the benefits of moving to electronic logs far outweigh the occasional enforcement-related hassle. He continued using EOBRs to track driver hours, despite the risk of further fines. “I still think it’s the way to go,” Harris said. “I still see benefits. I’m hoping they become mandatory for everybody. If everybody was using it, everybody would win.” Harris said the system allows him to keep on top of driver hours daily rather than waiting for his weekly audits (which were outsourced) to uncover discrepancies. “I monitor them daily instead of finding mistakes at the end of the week when we’re auditing them,” Harris said. “I have 100 guys here and it was impossible to stay on top of them. I can do them daily now in about an hour.” It now seems unlikely that the court will rule against Total Logistics, but if it does, Harris says he won’t give up his e-logs without a fight. “You can bet I’ll go out kicking and screaming, that’s for sure.” n

Refusing to interview woman nets Quebec company $10K fine MONTREAL, Que. – A Quebec trucking company has been ordered to pay $10,000 after refusing to consider hiring a female truck driver because she was a woman. Bernard Wolinsky, owner of Laurentian Shavings Products and Lanjay Peat Moss, was found guilty of hiring discrimination by the Quebec Human Rights Tribunal after telling a prospective hire that women have too much difficulty removing snow from the trailers. The case stems from a February 2008 incident in which a female driver applied for a trucking job with the company. When she showed up to apply for the job, she said she was told the company does not hire women and they refused to interview her. The applicant had five years experience working part-time for a number of transportation agencies. According to evidence heard by the Tribunal, Wolinsky told the woman “We don’t take women here. It’s very difficult for a woman to remove the snow from the roof of the trailers.” He then told a Commission investigator who notified him of the complaint: “I don’t hire women, it is my prerogative.” The Tribunal found the woman applicant’s right to be treated with equality and dignity had been compromised. She was awarded $7,000 in moral damages and $3,000 in punitive damages. n

TRUCK NEWS Page 15

What do the rules say?

Arnold Yetman, carrier enforcement officer with Control Routier Quebec, said electronic logs are accepted in Quebec, as long as the system meets all regulatory requirements. When asked which requirements must be met, Yetman referred to Sec. 83 of the Commercial Vehicle Drivers Hours of Service Regulations (SOR/2005313). The regulations indicate a driver may use an electronic recording device for recording their duty status if the following conditions are met: a) the information contained in the electronic recording device is the same as the information that would have been provided if it had been submitted as a daily log in paper format; b) when requested to do so by a director or an inspector, the driver can immediately provide the information for the previous 14 days by producing it on a digital display screen of the electronic recording device or in handwritten form or on a print-out or any other intelligible output, or any combination of these; c) the device is capable of displaying: i) the driving time and other on-duty time for each day on which the device is used, ii) the total on-duty time remaining and the total on-duty time accumulated in the cycle being followed by the driver, and iii) the sequential changes in duty status and the time at which each change occurred for each day on which the device is used; d) the driver is capable, if so requested by an inspector, of preparing a handwritten daily log from the information stored in the device for each day on which the device is used; e) the device automatically records when it is disconnected and reconnected and keeps a record of the time and date of these occurrences; f) the device records the time spent in each duty status of the driver; g) any hard copy of the daily log that is generated from the information that is stored in the device is signed on each page by the driver attesting to its accuracy; and h) the motor carrier provides blank daily log forms in the commercial vehicle for the driver’s use. n

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TRUCK NEWS Page 17

ontario

Ontario LCV program a ‘pilot’ no more Province doubles number of permits available, but fleets still restricted to two each By James Menzies TORONTO, Ont. – The provincial government has quietly removed the ‘pilot’ tag from Ontario’s long combination vehicle (LCV) program while doubling the number of carriers that can participate. “The ministry is moving forward with a limited expansion of the Long Combination Vehicles (LCV) Program starting in March 2011,” Emna Dhahak, senior bilingual media liaison officer with the Ministry of Transportation confirmed to Truck News. She said that to date, 80 permits have been issued to 40 carriers. This year, an additional 40 fleets will receive two permits each, Dhahak added, effectively doubling the number of carriers involved in the program as well as the number of LCVs approved for travel in Ontario. However, each carrier will still be limited to just two permits this year, which has caused some grumbling among the fleets who helped pioneer the program. Some of the first fleets to climb aboard Ontario’s LCV program have invested millions in equipment, training and facility upgrades and had hoped the program would allow for more than two permits. Doug Switzer, vice-president of public affairs for the Ontario Trucking Association (OTA), contends that any progress should be seen as positive. “The fact they added more carriers is good news,” Switzer told Truck News. “The program continues to expand, although not as quickly as we would like.” Switzer went on to say trucking companies should not have expected to see aggressive growth for the project in an election year. “I know there were hopes that there would be more permits (per carrier) this year, but the brutal reality is that it’s not the year the government is looking to make bold decisions,” he said. “The realities of (election day) Oct. 6 loom large for the government and broadly expanding the program at this time was not really in the cards.” He said the removal of the ‘pilot’ designation is largely symbolic, but it indicates there is a stronger commitment to maintain the program. “That takes away some of the uncertainty,” he said. “The future of the program was never in doubt, but it could have been cancelled (at any moment). They’ve raised the number of carriers by 40 and they’ve taken away the pilot label and made it a regular permit program.” Dan Einwechter, chairman and CEO of Challenger Motor Freight, said he’s encouraged by the program’s expansion and hopeful the program will soon offer more flexibility to participants. Challenger purchased 600 LCV-configured trailers last year, giving it the capacity to run 1,200 trailers in LCV operations at any given time. For now, however, it will continue to be limited to two permits – in Ontario, at least.

“I really appreciate both the expansion of the program and the removal of the pilot designation,” he told Truck News. “Yes, we’ve made a significant investment in the appropriate equipment and we would like to have more leeway in its utilization. I guess we will keep our fingers crossed and hope for a broader allowance for those carriers that have proven themselves.” There continues to be a waiting list for carriers looking to join the LCV program, Switzer said, although not all fleets that have received permits have put their LCV equipment on the road as of the program’s winter shutdown. Also in 2011, membership in the OTA

or Private Motor Truck Council of Canada will continue to be a prerequisite for entry into the program. “MTO has worked in partnership with the OTA and PMTC to establish the LCV program,” Dhahak confirmed. “Carriers wanting to receive LCV permits are still required to be members of the OTA or PMTC.” As for the early adopters who may be frustrated at the two-permit limit, Switzer said he’s empathetic but reminds them that the provincial LCV program has made significant gains in recent years. “I certainly feel for those carriers,” he said. “It is frustrating, for sure. But it has been a frustrating issue for 30odd years. When viewed in the broad-

er historical context, we’ve come a long way with LCVs in the last number of years compared to the previous 30 years of frustration where the door was shut and the government would get up and walk away from the table when you said ‘LCV’.” Under the pilot program, Dhahak said there have been 21,000 LCV truck trips covering 6.6 million kilometres in the province. “The LCV Pilot Program has been a success,” she declared. “Our experience during the pilot program has proven the economic benefits of LCVs,” Dhahak added. “LCV operations enable shippers to move goods more efficiently by reducing the resources required for each move. LCVs reduce fuel consumption and related greenhouse gas (GHG) emissions by approximately one-third. LCVs also provide congestion relief on GTA highways by shifting truck movements from peak to non-peak hours. They are good for the economy, good for the environment and improve highway safety.” n

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April 2011

west

Are police closing in on suspects in Good Samaritan trucker beating? VALEMOUNT, B.C. – Police in Valemount, B.C. are getting closer to bringing justice to the perpetrators of last fall’s stunning, seemingly unprovoked attack on a B.C. truck driver, according to a recent report from Kamloops Daily News. In the Daily News report, Const. Simon Bentley said that while the RCMP’s investigation is not yet complete, he hopes one or more individuals could face assault charges in relation to the attack on Alex Fraser, the so-called “Good Samaritan” trucker. The Monarch Transport driver stopped his truck Sept. 24 on the Yellowhead Highway just north of Blue River, B.C. when a motorist flagged him down for help. According to media reports, Fraser was then beaten badly by three men and later had to undergo re-

constructive surgery. The 67-yearold has since told media his trucking days are over. In the wake of the attack, the B.C. Trucking Association, the North American Trucker’s Guild and the Canadian Truck Alliance have each posted reward offers in the thousands for information leading to the arrest of the attackers. Investigators are appealing to the public to provide the final pieces needed to close the case and put forward a report to Crown counsel recommending charges, the report said. Anyone with information is asked to contact: the Valemont RCMP by phone (250-566-4466) or fax (250566-9964); their local RCMP detachment; or, if anonymity is preferred, B.C. Crime Stoppers at 800-222-8477. n

MTA to consumers: Expect to pay more for stuff WINNIPEG, Man. – The Manitoba Trucking Association (MTA) is warning shippers and consumers that the sharp increase in diesel prices will have to be passed along the supply chain. Diesel jumped to its highest level in more than two years in March and surged to $1.159 per litre in Winnipeg the first week of March. That’s up nearly 10 cents per litre in just one week. Prices have been driven up by ongoing unrest in the Middle East, particularly in Libya. “Fuel is one of the largest cost factors for trucking companies,” says

Manitoba Trucking Association executive director Bob Dolyniuk. “With the slim profit margins that exist under normal conditions, trucking companies are not able to absorb the increased cost of fuel. Trucking companies will be increasing their fuel surcharges to adjust for this increased cost. Unfortunately, this cost will be passed on to the shipper public and ultimately the consumer.” Consumers should be aware that not only will it cost them more to get to the store, but prices on items there will be exponentially higher due to rising fuel costs, the MTA warned. n

B.C. trash hauler cleans up its emissions VANCOUVER, B.C. – Waste Management has teamed up with Terasen Gas to deploy 20 new “clean air” trucks to collect commercial recycling, food waste and garbage

throughout the Lower Mainland and Metro Vancouver area. The new trucks are part of a larger, long-term initiative to convert Waste Management’s entire Lower Mainland and Metro Vancouver fleet – 100 recycling and waste collection trucks in all – to compressed natural gas (CNG). The trucks are powered by cleanburning compressed natural gas (CNG) and are designed for a smaller carbon footprint, by producing nearly zero air particulate and 23% less greenhouse gas emissions, the company announced. Officials say the engines also run quieter than traditional diesel engines, resulting in quieter trucks and less noise in Vancouver’s urban core. “This initiative is all about clean air for the Lower Mainland and Metro Vancouver,” said Dean Kattler, vice-president for Waste Management, B.C. and Pacific Northwest. “Transitioning to clean air trucks to serve Lower Mainland communities and businesses shows Waste Management is listening to our customers and championing B.C.’s bid to sustain its position as a world-class sustainability leader.” A contribution from Terasen Gas helped offset the incremental cost of the clean air trucks. Terasen, which recently announced it will be renamed and operate under the brand name FortisB.C., just completed construction of a state-of-the art CNG fueling station at the Waste Management site at Coquitlam, where the trucks will fuel up. “With significantly lower emissions and lower fuel costs, natural gas vehicles have a role in helping B.C. meet its environmental goals,” said Doug Stout, vice-president of energy solutions and external relations at Terasen Gas and FortisB.C. “Our collaboration with Waste Management is an excellent opportunity to showcase the technology in the region where it is developed and encourage greater adoption of natural gas for transportation.” Wa ste Ma nagement operates the largest fleet of clean air CNG recycling and waste trucks in North America. Officials say the company is currently working to achieve a sustainability goal of reducing fleet emissions by 15% and increasing fuel efficiency by 15% by 2020. n

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Page 20 TRUCK NEWS

April 2011

canada

The state of freight

Carriers and shippers share concerns about capacity and pricing at State of Freight 2011 By Lou Smyrlis TORONTO, Ont. – While the number of trucks and trailers on the road may be what shippers focus on when discussing available capacity for land transportation, it’s the shortage of available drivers that will prove to be the real issue in the future, according to motor carrier executives speaking at the recent State of Freight 2011 event, hosted by Cormark Securities. “Depending on the level of economic improvement, it’s going to be a horrendous issue,” warned Stan Dunford, chairman and CEO, Contrans Group. “We are already saying no to some customers. My advice to shippers today is to start signing long-term contracts with carriers

they trust and settle in as quickly as possible with them.” Murray Mullen, chairman and CEO, Mullen Group, echoed those comments. He said that while capacity and freight volumes in the TL sec-

‘Shippers want cheaper rates instead of talking about what they can do more efficiently,’ Stan Dunford, Contrans Group tor are in relative balance after about 10-15% of capacity being removed from the market over the past couple of years, the long-term trend is

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for capacity to be an issue. “I give away too many 25-year pins these days in our company,” he said, referring to the aging population of Canada’s driver force. Mullen and Dunford were part of a panel of shipper and carrier executives which also included Gary Fast, associate vice-president, domestic transportation, Canadian Tire; Warren Sarafinchan, supply chain director, Mars Canada; Doug Payne, president and COO, Nulogx; and Tom Schmitt, president and CEO, Purolator.

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The discussion, on a variety of topics ranging from economic conditions and the impact of global trade patterns to pricing and outsourcing trends was moderated by David Newman, director, institutional equity research, transportation and industrial products, Cormark Securities and Lou Smyrlis, editorial director of Transportation Media. Carriers believe that the largest culprit for the growing shortage of drivers is the quality of life and working conditions in the long-haul truck driving job, instead of wages. However, new legislation affecting carriers operating in the US – Comprehensive Safety Analysis 2010, revised hours-of-service rules and border security issues – could potentially remove 2-5% of drivers, according to panel members. Payne pointed out this confluence of factors placing such pressure on the driver pool will force shippers to reconsider how their own practices affect the efficient use of drivers. “It’s not just the carrier’s duty; it’s the shipper’s duty too,” he said referring to the need for an intelligent approach to the driver shortage and adding that carriers will likely get tougher on the misusers of their equipment. That was music to the ears of Dunford who advised shippers to adopt practices that turn their shipping and receiving facilities into “Indy pit stops.” “At the end of the day, guess who pays for the cost of a driver running out of hours? We have an investment in that driver asset and that invest-

ment has to make X amount of dollars a day. Shippers want cheaper rates instead of talking about what they can do more efficiently,” he said. Dunford said that, for example, if a shipper agreed to stay open an hour longer so he could get an extra load delivered during the day, the efficiencies gained by the carrier would be significant enough that he would even be willing to pay the shipper for the cost of staying open the extra hour. “The shipper’s freight costs would go down too, yet they won’t do it,” Dunford lamented. Carriers are expecting further fleet reductions across the industry, especially in LTL, where overcapacity is still an issue but not as bad as it was in 2009. The LTL business has not recovered as quickly as TL (it usually lags by upward of a year). Further, as Purolator’s Schmitt pointed out, LTL has been aggressively targeted by TL and parcel players encroaching on the space to gain market share. The issue of pricing caused the most sparks on the panel. Payne from Nulogx pointed out that his company’s monthly Canadian General Freight Index (published in all Transportation Media publications) saw price increases in domestic truck transport during 2010 but those increases have recently tailed off. But the motor carrier executives saw rate increases in the future, arguing there could be no other alternative to rising labour and fuel costs. Further, carriers are witnessing more pricing leverage in markets where new investment is required. Shippers noted that although they want carriers to be profitable, large pricing increases would be hard to accept at this point given economic uncertainty and their need to remain competitive by keeping a check on rising prices. “The important thing is a partnership that takes costs out of the system. If the carrier can’t substantiate why they need a rate increase, I won’t accept it,” said Mars Canada’s Sarafinchan. Fast from Canadian Tire also argued that a partnership between the carrier and shipper that focuses on removing inefficiencies and reducing costs is key. For example, he said Canadian Tire has invested a great deal in its forecasting capabilities and providing seasonal and annual forecasts so that carriers have a betContinued on page 22

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Page 22 TRUCK NEWS

April 2011

canada

Saskatchewan ‘on fire’ as Eastern Canada lags, fleet execs say Continued from page 20

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to build their intermodal business, following in the footsteps of some US carriers such as JB Hunt, which significantly increased its profitability following its efforts on this front. Interestingly, given the intermodal business for trucking companies is short-haul in nature, intermodal/TL carriers do not usually face as many driver shortage issues, which could also drive more carriers toward the intermodal business. In the meantime, both shippers and carriers are expecting an increase in freight volumes in 2011 but not at levels worth getting excited about, unless you are looking at specific regions in the country which are experiencing double-digit growth. “The economy is really in two parts right now. If you are a net beneficiary of high energy pricing, you are doing well. We are seeing that in our businesses in Western Canada where the dynamics are driven by the amount of capital going into big projects. Saskatchewan is on absolute fire…Eastern Canada will lag,” Mullen said. Schmitt said his company is also experiencing heavy growth rates in Western Canada and wondered how long it would be before e-tailing would take off in Canada to the degree it has in the US. He said Canadian e-tailing levels are one-third of that experienced in the US. He also said with labour costs rising in China, environmental stewardship rising in importance and energy pricing concerns returning, manufacturing in Mexico and transporting products from there into the US and Canadian markets is looking increasingly attractive. n

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ter handle on how much equipment will be required to handle Canadian Tire business. Trucking rates dropped dramatically from their peak in 2008 and motor carrier executives across Canada complain that increasing use of the spot market by shippers is part of the reason why. They add that placing such emphasis on the lowest freight rate is jeopardizing shipper-carrier relationships. Both Sarafinchan and Fast, however, said they prefer not to use load brokers. “We will not use load brokers. Having that direct relationship with the carrier is important. You need to stand for something in this industry. And we look at the CVOR (Commercial Vehicle Operator’s Registration) of all the carriers we use. If any carriers do not have a good CVOR they do not do business with us,” said Sarafinchan. Dunford praised Sarafinchan for being so selective in his carrier selection but said that is rare in the shipping community. “If the entire shipping community felt the same, there would be better relationships in transportation,” Dunford said. “You wouldn’t believe how many shippers are using carriers with bad CVORs.” All panelists agreed the trend towards increased use of intermodal transportation (long-haul on rail and short-haul on trucks) will continue. Customers’ demands for faster service, rising fuel costs and the looming driver shortage in the trucking industry are all aiding intermodal growth. Given the long-term growth potential of the intermodal segment, several carriers are increasingly looking

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OTTAWA, Ont. – The Canadian Trucking Alliance (CTA) is challenging government claims that its members stand to reduce their carbon footprint “in any significant manner” through a biodiesel mandate announced recently. According to CTA, there is strong evidence, including a 2009 study done by EcoRessources Consultants (ERC) for Environment Canada, that shows the environmental impact of a biodiesel mandate in terms of GHG reduction is negligible and certainly outweighed by the costs. According to ERC, the total incremental cost to society of the proposed biodiesel regulation for on-road use would be $4.5 billion between 20112035, whereas the benefits, in the form of reduced GHG emissions, are valued at slightly more than $860 million. The findings show Western Canada would take the biggest cost hit at about $1.8 billion, followed by Ontario at $1.3 billion and Quebec at more than $450 million. According to CTA’s CEO, David Bradley: “It’s no wonder other countries are rethinking their biodiesel policies. Furthermore, under the proposed US heavy-duty truck GHG reduction regulation, which Canada says it will harmonize with, biodiesel isn’t even mentioned as an option for meeting the new standard. If this is about the environment, then it behooves the Minister of the Environment to provide the trucking industry with emission credits for using this product.” “Today’s announcement will eventually require that all diesel fuel product sold to on-road customers over a calendar year contain an average of 2% biofuel content. Aside from the lack of environmental benefits, this new fuel standard could pose significant operating challenges for both light and heavy-duty users of diesel engines in winter conditions along with creating possible engine warranty issues. However, these impacts will be difficult to determine until the release of the details in the regulation. “CTA made it clear from the outset,” says Bradley, “that we are not opposed to the introduction of alternative fuels that could reduce our reliance on oilbased product, so long as it works in our engines, is in plentiful supply, is affordable and won’t impair our engine warranties. Unfortunately, it seemed from the very beginning that the concerns of the consumer, in this case the trucker and the motor coach operator, but perhaps also the growing number of motorists buying cars powered by diesel, were secondary to those of big-agribusiness which stands to gain handsomely from the mandate. The comments from the Minister of Agriculture give only give further credence to this.” n

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TRUCK NEWS Page 25

canada

CFMS gearing up for spring event GRIMSBY, Ont. – The Canadian New content for this year’s event inFleet Maintenance Seminar (CFMS) cludes a hands-on training session conis returning to the Hilton Suites Toronsisting of four segments that will focus to/Markham once again May 9-11, feaon wheel ends, disc brakes, hydraulics, turing an array of panels, events and and DPF/SCR maintenance. While displays designed for the nation’s fleet the event is geared towards mangers TruckNews_heater_island_2010B2b.qxd:TruckNews_Island 11/2/10 11:36 AM Page maintenance managers. and technicians, organizers have said

they hope fleets will consider the sessions as an optional event for their technicians, lead-hands and other shop personnel. While the training session is included in the registration rate, a special event rate has been established to allow the participation of these nonseminar registrants. 1 Rounding out the panels will be

sessions on new products, tire maintenance, SmartWay technology, hybrid/electrical vehicles, brakes, computer technology, and a medical panel on prostate cancer. The seminar will close with its Open Forum panel moderated by Jim Riddle, 2010 Canadian Fleet Manager of the Year. For more info, visit www.cfmsonline.com. n

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Page 26 TRUCK NEWS

April 2011

industry

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Canada-US leaders call for greater cooperation, coordination at border No one knows the Canada-US border and the difficulties even the most trusted individuals and companies have had crossing it in the “security trumps trade” post-9/11 world than the trucking industry. Not surprisingly, then, the Canadian Trucking Alliance (perhaps with a well-earned and healthy degree of skepticism) welcomed the recent announcement from US President Barack Obama and Canadian Prime Minister Stephen Harper that the two countries are embarking upon negotiations aimed at improved cooperation and coordination at the border. Canada and the United States, alone or in partnership, cannot hope to compete with the emerging economies and/or other trading blocs, unless we have a predictable, reliable and efficient supply chain. The current state of the border is not conducive to that. We have been calling upon the governments on both sides of the border to pursue a new shared/smart border agreement for some time and are hopeful this new process will lead to a better balance between security and trade imperatives, restore a risk management approach to the border and generate a meaningful return on investment in the trusted trader programs. To date, the “deal” that was proposed to companies and individuals who become members of the various trusted trader programs like FAST, C-TPAT, PIP, etc., – that they would get across the border even

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quicker than they were able prior to 9/11 – has not occurred. The reason I say that we (and I believe the rest of the trade community shares in this) have a healthy degree of skepticism about this latest exercise is that we have been promised a better balance between security and trade facilitation a number of times over the past decade, only to be disappointed with the results. We sincerely hope the outcome will be different this time and are prepared to work with the Government of Canada to ensure this is the case. We can’t dwell on the past; we have got to try again to move forward. It will be essential for the governments to consult with the businesses that are living the border problems every day. The problems cannot be dealt with at the 120,000-foot level by people who may have an interest in the border but have very little practical experience with it; the solutions will need to come from where the rubber meets the road. It is early days yet, but so far the level of consultation is good. I don’t want to dampen expectations, but for anybody in the industry reading this, it is unrealistic in our view to expect a dismantling of the plethora of measures introduced in the name of security over the past number of years. We have not detected any lessening of US concerns and expect the CanadaUS border will continue to be viewed as the first line of defence regardless of how much can be pushed to the perimeter. Nonetheless, progress can be made in terms of better coordination and cooperation not only between the two countries’ customs agencies, but also between government departments on the same side of the border – the socalled single window concept – and in terms of mutual recognition of security programs for identifying trusted traders that are essentially the same in both countries. Canada also needs to look at some of its own border security programs to ensure that they are not even more burdensome than similar programs in the US or that they unnecessarily impede legitimate trade from taking advantage, for example, of the special lanes designed to expedite trade into Canada by trusted traders. Our government also needs to ensure that at the very least its regulations and the enforcement of those rules create at least a level playing field for Canadian carriers. There are those who will decry the negotiations as a threat to Canadian sovereignty. Joint decision-making, better coordination and cooperation in terms of managing our shared border, and synchronized infrastructure investment and construction, leading to a stronger economy, enhances our sovereignty. We believe most Canadians get it. n – David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

Page 28 TRUCK NEWS

April 2011

over the road

Hours-of-Service rules: Let’s not fix what isn’t broken Every so often a load comes along that simply has to be looked after. The HoS (hours-of-service) rules must allow the flexibility for us to do that. Tinkering with the present HoS rules that exist south of the border seems to me like ‘fixing something that ain’t broke.’ Take a look at one of my recent trips as an example. I arrived at my home terminal at 6 a.m. on a Friday. I took a 34hour reset which allowed me to leave between four and five on Saturday afternoon. I could now head back to Grand Rapids to deliver and reload for Winnipeg, arriving on Monday morning. I was able to reload in Minnesota on Tuesday morning and be home again by ten o’clock on Wednesday night. Now I’ve got to be honest here. That was a 4,500-kilometre trip in

Over the Road Al Goodhall

a period of just over four days, so I had to squeeze every productive minute out of my days to make it work. I was challenged at the start due to snow and black ice on the way to the US border that added an hour to my trip. I split my sleeper two-eight-two driving through the States arriving at the Canadian border with just minutes left in my US hoursof-service window. I would not want to do this trip every week with such a tight delivery window, it would drain me. But at the same time I don’t want the flexibility of being able to run

that hard taken away from me. So what would the scenario be under the new rule changes? First of all the trip would never have taken place. With the new requirement of incorporating two periods between midnight and 6 a.m. into the 34-hour reset, I would not have been able to leave until Sunday morning, so I would never have made the Monday morning delivery in Winnipeg. Second, if the shift driving time was reduced to 10 hours from 11 hours, I would have required an additional eight hours in the bunk to give me the necessary hours to complete the run. T h e p ro p o s e d m i n i mu m 30-minute rest break before exceeding seven hours driving would not have applied since I was splitting my sleeper berth

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taking two hours off-duty in the midst of each duty shift. So what does this mean? Would the receiver have had to go without the freight for an extra 24 to 36 hours? No. Other arrangements would have been made to ensure the freight was picked up in a timely manner to meet the delivery deadline. Would I lose money over this? Probably not. I’d still be working, just on a different load without such tight time constraints. I’m making assumptions that there would be a large enough driver pool available, shippers would have the freight ready in a timely manner, the roads would always be bare and dry with low volumes of traffic, and the weather would always co-operate. Of course, this is not the reality of our world. In fact the driver pool is expected to contract, logistical problems arise for shippers just as they do for us, traffic volumes continue to grow with each passing year, and the weather is anyone’s guess. Precisely why we need some flexibility within the rules and I think most folks are pretty happy with the way the present rules have been working. Having said that, we have to recognize the rules set limits and not a quota of hours that drivers have to work every week. Every driver needs to find their comfort zone within the rules. Fatigue results when you’re running like a dog week in and week out, maxing out your hours every day then just taking enough time to reset before starting all over again. Experienced drivers don’t usually run this way, they would have burned out long ago. Unfortunately it’s newer drivers that are being exploited by some of the bottom feeders out there and fall victim to this type of treatment. There is no such thing as forced dispatch. If you have to work 70 hours every week to make ends meet or have the threat of dismissal held over your head at every turn then it’s time to move on. No amount of legislation is ever going to fix the issue of driver fatigue. Removing the ability for a driver to go the extra mile for the customer when needed places a huge burden on the whole system. This has been well documented by the trucking media over the previous few months. It’s also a slap in the face to professional drivers that know when to push it and when to park it. None of us are interested in bringing harm to ourselves or the travelling public. The rules work. Let’s improve safety and a driver’s quality of life through more training, education, and mentoring of new drivers. n – Al Goodhall has been a professional long-haul driver since 1998. He shares his experiences via his 'Over the Road' blog at http://truckingacrosscanada.blogspot.com. You can also follow him on Twitter at Twitter.com/Al_Goodhall.

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Page 30 TRUCK NEWS

April 2011

opinion

Signs, signs, everywhere signs They want the goods delivered on time. Then they want us to disappear. As a truck driver there’s one sign I dread more than any other. No, it’s not the one for a scale, it’s the one with a picture of a truck and a big red slash through it. I don’t mean the ones barring me from certain streets, the ones that make my blood boil are the ones in places that I want to visit to grab a bite to eat or generally spend my hard-earned cash. The worst thing about them is that they’re far more predominant in the larger cities, the same cities that attract the largest numbers of trucks by virtue of their population needing more of the stuff that we deliver. We bring the stuff to their receiving docks, but we’re not allowed to buy any of it.

You say tomato, I say tomahto mark lee

Now I know that a semi takes up a fair bit of room in the parking lot. I also know that not everyone likes big trucks, but so what? They may not like the trucks, but they sure like the stuff they deliver to the stores. Without the truck, they would find empty shelves in the store, except that without the truck there wouldn’t be any shelves either, or a store at all for that matter. Surely it wouldn’t be that much

of a hardship to suffer the sight of a big truck parked in the far corner of the parking lot? It’s only another human being going about their business, maybe wanting to stock up on some groceries, maybe buying a gift for their spouse or children, whatever the case, they are not causing anybody any harm. Far from it. In fact, what they, the humble truck driver, are doing is keeping the economy moving. None of the people responsible for those dammed signs would be in a position to have an opinion one way or the other if it wasn’t for those unsightly trucks, because without trucks none of the store managers would have a job

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in the first place and the ‘nimby’ (Not In My Back Yard) shoppers would have nothing to buy. Refusing us access to facilities is an infringement of our human rights. How that is allowed to happen is beyond me. If any place was to refuse access to a specific race or creed there would be an outcry, yet truck drivers are treated in this way day in and day out and not a word is said. Obviously some places do not have the room for a big truck. In most cases, they don’t need signs. If the access road is too small to get into, then trucks will not go down it. But a 50-acre parking lot? I’m sorry, there’s no excuse to ban trucks. Joe and Joanne Public have no idea of the lengths that truck drivers go to ensure the stuff they want to buy arrives in the stores. Take my last trip as an example: I was going from Winnipeg to North Carolina. Just before the border I blew a coolant hose. It was 28 below and the wind was howling. After half an hour, I managed to make a temporary repair using a piece of heater hose that meant I had to bypass my heater, so after being out in frigid temperatures I then had no way to warm up. I limped the truck back to the yard, where I was met by one of my bosses, who put on coveralls and replaced the faulty hose and got me going again. It was just one of those things that happens from time to time, yet it was not without consequences. In this case, as in most, it had an impact on me, the driver. I still had an appointment to make, so instead of a leisurely run to the East Coast, I now had to run until the early hours to make up for lost time and get back on schedule. The following day was a late start, due to my late finish the night before, which meant another late finish. The impact this had was to make my job a little harder than it should have been, but that’s trucking. I still made my appointment on time, primarily because I didn’t want to let my company down. But as a result, it meant that my load of fries were at the customer when they wanted them so that they in turn could give them to their customers on time. As truck drivers we encounter things like this all the time, we also cope with severe weather, traffic back-ups, we spend hours sitting at the loading dock due to inefficiency or incompetence and despite all this we get the freight delivered on time, most of the time. Nobody gives this any thought at all. We’re so good at our jobs that it’s expected of us, so by being the true professionals that we are, we allow the consumer to have what they want, when they want it and we become victims of our own success and see more and more of those dreaded signs.n – A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road.

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Page 32 TRUCK NEWS

April 2011

health

This is not tongue in cheek Why does your doctor ask you to stick out your tongue? Because it offers many clues to your overall health. Did you know that proportionally, the tongue is your strongest muscle? Your tongue actually looks a lot like your intestines and says a lot about how your body is reacting to the food you are eating. It is essential for chewing, swallowing, and tasting food as well as for speaking. How should it look? If it’s healthy, it should be slightly pink, moist and smooth. However, you may have a health problem if it is discoloured, dry, cracked, coated or painful. So, step up to the mirror and stick out your tongue. Be sure to note any recent changes in how your tongue looks or feels. See what your tongue is telling you about your health. First of all, the top of the tongue easily takes on stains or colours from the foods you eat; so if your tongue has a strange colour, think back to what you’ve recently eaten. For example, coffee, smoking and chewing tobacco can turn your tongue brown. Just a quick brush with a toothbrush a couple of times a day will reverse the discolouration. However, if your tongue looks hairy or furry, it means that the small bumps (papillae) that cover the surface of your tongue have become enlarged. This is harmless, but can be treated with antibiotics if it bothers you.

Preventive Maintenance Karen Bowen

If your tongue has bright red patches on top, which can change size and position from day to day (geographic tongue), the condition is usually triggered by stress, allergies or hormonal changes. Even though you may feel some soreness or burning, the condition is also harmless and will usually resolve itself in a few months without treatment. If your tongue has deep grooves (fissures) on the surface, you’ve probably inherited the condition along with 10% of the rest of the world. It’s also harmless. If your tongue is black and coated, you probably have excess bacteria and yeast in your mouth, which collects on the papillae and causes the discolouration. This is also harmless and can be alleviated by brushing your tongue with your toothbrush a couple of times a day and/or rinsing your mouth with mouthwash or diluted hydrogen peroxide. If your tongue is white and coated, you may be dehydrated. Other causes are: smoking, drinking alcohol or thrush (a mouth infection). If your tongue has a yellowish tint, you probably have a fungal or

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bacterial infection in the mouth. You may also have jaundice or gastric reflux, which causes your stomach acids to affect your mouth’s normal bacterial flora. If your tongue looks smooth and pale, you may be lacking some nutrients, particularly Vitamin B-12 or iron. On the other hand, if your tongue is especially red (dark pink to magenta) you may be lacking some different nutrients, such as folic acid and Vitamin B-3. If a taste bud is inflamed, red, and a bit sore, you’ve likely got a slight infection. However, if it turns very red or white, is painful and tender, and doesn’t get better, it could be a sign of oral cancer. If you have canker sores on your tongue, you may be feeling particularly stressed or over-tired. Biting your tongue, eating acidic fruits or being sick with a fever or cold can also trigger cankers. Although they may be especially painful, this condition is harmless. Yet, if a canker lasts over 10 days, see your doctor as this may also be a sign of oral cancer. If your tongue is swollen, you may have a strep infection, leukemia, cancer or hyperthyroidism, so it would be good to visit your doctor. Other causes may be allergic reactions to food or even a minor side

effect of a hangover, which probably does not require medical care. If you have bumps under the surface of your tongue, you may have cancer, although many of these types of growths are just benign tumors. Tongue cancer is usually a grey/white/pink tumor on the side of the tongue. It is sensitive and bleeds easily when disturbed. Some related symptoms are earache, bleeding in the mouth (including teeth), and pain when swallowing. Though, these symptoms alone do not signify cancer, so see a physician to be sure. Paying attention to all these signs and keeping your tongue in a healthy condition by using mouthwash, brushing or scraping is good for you and those around you. It helps avoid spreading illnesses because bacteria from your tongue can travel to other parts of your body and possibly cause illness. Coughing and sneezing can also spread your mouth bacteria to other people and surfaces, passing along illness. So remember, when monitoring your health, it’s good manners to stick out your tongue. Give it a chance to tell you its story. n – Karen Bowen is a professional health and nutrition consultant , and she can be reached at karen_ bowen @ yahoo.com .

Sometimes, you’ve just gotta go By definition, constipation is simply infrequent bowel movements or difficult passage of stools. It is a very common condition, which effects most people at some time during their life. The good news is that most cases of constipation are temporary and are alleviated with simple lifestyle modifications. Due to their lifestyle and job demands, professional truck drivers are more prone to developing this condition. Normal frequency of bowel movements varies from person to person. However, passing less than three stools a week is a good indication that you may be experiencing constipation. Other symptoms of constipation include: hard and dry stool; incomplete evacuation after having a bowel movement; and excessive straining during bowel movements. The most common cause of constipation is slowly moving stool through the digestive tract. This causes the stool to become hard and dry. There are several factors that can cause an intestinal slowdown which include inadequate fluid or dehydration, low fiber diet, ignoring the urge to have a bowel movement and lack of physical activity. Medical conditions such as stroke, diabetes and Parkinson’s disease may also cause constipation. In rare cases, constipation may occur as a result of a more serious medical condition such as cancer or autoimmune diseases. It is important to seek medical attention if you experience unexplained constipation or change in bowel habits that last longer than three weeks. Also see your doctor if you experience intense abdominal pain, blood in your stool, rectal pain or unexplained weight loss. In most cases, your doctor will be able to diagnose your constipation by taking a detailed medical history and performing a physical examination. More sophisticated diagnostic testing such as barium enema

Back behind the wheel Dr. Chris Singh

X-ray and abdominal ultrasound are usually reserved for severe cases. The treatment of constipation is usually very simple. Changes in diet and lifestyle can reduce and often alleviate the condition. Firstly, eat a diet that is high in fiber as it helps your body form soft bulky stool. It is recommended that you eat at least 20-35 grams of fiber each day. Good sources of fiber include beans, whole grains and fresh fruits and vegetables. Try to reduce your intake of meats and processed foods. Physical activity and adequate fluid intake are also important in stimulating intestinal activity. Finally, do not ignore the urge to have a bowel movement. If diet and lifestyle modifications are unsuccessful, your doctor may recommend some form of laxative. There are several types, which include fiber supplements, stimulants, stool softeners and osmotics. All of which are designed to treat the underlying causes of your constipation. Alternative therapies such as massage and acupuncture may also be helpful in the treatment of constipation. However, make sure to consult with your doctor before beginning any of these therapies. In most cases constipation is more of an annoyance than a serious medical condition. However, left untreated, it may lead to other more serious physical aliments. n – Dr. Christopher H. Singh runs Trans Canada Chiropractic at the 230 Truck Stop in Woodstock, Ont. He can be reached at 519-421-2024.

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April 2011

TRUCK NEWS Page 35

How good are your information sources? It’s been tough sledding for the past couple of years, and most businesses, including that of trucking, have been in hunker down, belt tightening mode just trying to make it through to better times. But while it’s still early days, there does seem to be some relief in sight. We can’t say the economy is booming, but it is improving; the stock market is gaining ground; year over year home prices have stabilized or increased in many areas of the country, and jobs are returning – all of which are good signs. Most people that I speak to on the supply side of our industry report that requests for quotations are arriving once again and there are signs of sales picking up. I don’t think it is all bravado either – orders really are being placed. If there is a ‘normal’ in the trucking industry, we may be on the way to returning to it. And one of the aspects of normal is the recognized need for continuing education, the absolutely vital requirement to keep current with industry issues that affect operations. And I use the word ‘requirement’ intentionally. When it comes to trucking, arguably one of the most regulated of industries, there are so many things to stay on top of that it can become overwhelming, particularly for anyone trying to do so in isolation. Anyone with an interest in keeping current has many sources of information available – more than you can count – and we each have our favourites. In our industry, trade publications do a very good job of monitoring and reporting on events and issues and have become the go-to source for many people. Those publications have the resources to dig out the details and employ talented staff writers to deliver the news. Of course the Internet has become another valuable source of information and is often the first place to be considered when a prompt answer is needed. Industry colleagues and suppliers are certainly helpful sources, particularly those with whom we have gained a level of confidence. But rarely can information specific to your needs be located anywhere as quickly as it can by a telephone call to your industry association office, or through participation in your association’s events. Industry associations are among the best sources of information and assistance for their members – that is a fact. They exist to look out for the interests of their members and that gives them a particular focus for their activities. Association newsletters, Web sites, bulletins and other communications vehicles provide information specific to the needs of the industry segments they represent. In addition to the printed word, their seminars and conferences are designed to specifically address the needs of their market. The annual conference of the Private Motor Truck Council of Canada is one such event, designed for an audience with common interests. It is the focal point of the year for private carriers and suppliers of products and

Private Links Bruce Richards

services to those carriers, two days packed with valuable information and networking opportunities. This year (June 23-24) we return to the KingBridge Conference Centre, just north of the Toronto airport. The venue is outstanding and its amenities played a big part in the success of our 2010 conference. But of course, it is not all about the venue. Every year participants go away from this conference praising its educational value and the opportunities it presents to meet with industry colleagues and share experiences. Consider our seminar lineup for

2011. On day one, we will focus on fleet operations including our annual regulatory update where we expect to hear about the impact of Canadian and cross-border issues on private carriers; a report on fleet security with solid advice on how to protect your fleet and drivers; a discussion on the value proposition in driver training – how it can actually put money in your pocket; and a forum on everything new in vehicle safety systems along with a peek at what is under development. Day two changes direction a little as we focus on the human resource issues of our industry. We will hear from the Canadian Trucking Human Resources Council on its valuable Human Resources Guide for the trucking industry and the indepth research that CTHRC conducts; and one of our own members will describe its foray into fatigue

monitoring of its drivers, an issue we all deal with every day. Along the way of course we will be presenting the PMTC annual awards for private fleet safety, inducting some worthy individuals in to the Hall of Fame for Professional Drivers, and distributing the ever-popular vehicle graphics design awards. Follow it all at www.pmtc.ca And some of the best news for those who would just like to put a ‘toe in the water’ is that you don’t need to be a PMTC member to attend. Of course we would like you to join, and many who come to the conference for the first time do just that, but our aim is to educate and for that reason we open the conference to everyone with an interest. We’re in the information age… come on out and get some. n – The Private Motor Truck Council is the only national association dedicated to the private trucking community. Direct comments and questions to trucks@pmtc.ca.

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April 2011

TRUCK NEWS Page 37

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Behind the scenes of a trucking acquisition Pre-existing personal relationships help ensure negotiations don’t turn ugly Continued from page 1

deal is completely unforeseen. How it started Rob Haggarty is the president and COO of family-owned ITS, which he operates along with his father Max and sister Pam. The carrier was founded in 1987 and specializes in the trans-border delivery of commodities such as paper, aluminum, steel and automotive parts. The fleet operates 240 tractors today along with a fleet of 750 trailers, serving markets in Ontario, Quebec and into the US, with an average length of haul of less than 1,000 miles. The company learned a valuable lesson from the recession of the past few years: that it was too reliant on certain segments of the industry and on cross-border freight. “Five years ago, we were 90% trans-border,” Haggarty told Truck News in a recent interview at the fleet’s Belleville headquarters. “In dealing with the US, it’s always challenging. You have border issues, CSA (a new US truck enforcement regime) is coming, you have the ups and downs of the currency exchange, the economy in the US and the cost of insurance. So, we decided over the last couple years that we wanted to reduce our dependence on the US market. Not to decrease the business we’re doing there, but just to increase our domestic business.” At the same time, the North American manufacturing sector was being hammered and ITS came to the realization it was too reliant on this uncertain sector of the economy. “ITS was more industrial, historically,” Haggarty said. “Those commodities we hauled (paper, aluminum, corrugated steel and automotive parts, to name a few) were hit the hardest in the recession and with the US going through difficulties and the Canadian dollar rising, that was putting challenges on exporters of all those products.”

Noticing a serious decline in its revenue about two-and-a-half years ago, Haggarty said it began growing its retail business. “T hat is what ca r r ied us through the recession,” Haggarty said. “We see with retail, less fluctuations. You get spikes during Christmas or special holidays, but you know they’re coming, you can plan for them.” As the economy started showing signs of life last year, ITS began considering acquisitions as a way to further diversify its fleet. The company was quietly shopping for possibilities when Haggarty ran into his old friend Cottrell, who owned CSI Logistics, a 62-truck fleet out of Cornwall that served many of the same markets as ITS but with a heavy focus on retail. Cottrell hired Haggarty at his first trucking job some 25 years ago and the two had stayed in touch ever since. “We’d see each other at conventions and shows and say hello,” Haggarty recalled. “In the fall, he stopped in to say hello. I asked him if he had any interest in selling and he said ‘no, maybe in a few years.’ He phoned me three days later and said ‘we’ll talk now’.” Whatever caused the sudden change of heart, the wheels for an

acquisition were now in motion. ITS and CSI Logistics were both new to the acquisitions game. “We had never purchased a company and of course, he had never sold his company, so we were both rookies in dealing with how to move forward,” Haggarty said. “But because we knew each other, there was a bit of comfort there. It gave us a trust and that trust helped us get through those unknowns.” Taking the next step Having realized CSI Logistics would complement ITS’s existing business nicely, the two principals began some preliminary number crunching. Each company brought a lawyer and an accountant to the table to establish the net worth of CSI’s assets. Other business units belonging to Cottrell, including a trailer leasing business and a maintenance shop would not be included in the deal. It was also decided that Cottrell would remain on as v.p. of sales for a period of time to maintain his accounts and ensure a smooth transition. Talks were kept quiet to keep rumours from surfacing, which wasn’t easy, especially for a family business. “We were able to keep it very quiet,” Haggarty said. “There were only two or three people here who knew.” Despite a long-running friendship and a mutual respect, Hag-

a good fit: CSI Logistics caught ITS’s attention because the carrier wanted to grow its presence in Eastern Ontario where CSI was based.

garty admitted there were times during the negotiations when tensions arose and the deal began to look like it may not get done. “There were a couple moments that were a little tense,” he admitted. “I think it got more so between the lawyers.” With that in mind, Haggarty and Cottrell decided to ditch the lawyers and try to get a deal done without them. On a quiet Sunday, Cottrell and his wife Linda met with Haggarty and his father Max at ITS headquarters. A deal was signed that afternoon, sans lawyers. “At the end of the day, we decided to keep the lawyers out of it,” Haggarty said. “We knew best. Lawyers are lawyers, they’re going to go back and forth.” With a deal in place, the next significant challenge was to inform the staffs of both companies about the deal. Announcing the deal Rob Haggarty and Cottrell decided they would make the announcement to CSI Logistics staff together on Monday, Jan. 31 while ITS patriarch Max Haggarty would inform its staff at precisely the same time. Haggarty and Cottrell drove to Cornwall on Jan. 30 and spent the night. The next morning, they made the potentially unsettling announcement to CSI Logistics staff. “There is a shock value for them for sure,” Haggarty said. However, he was able to put their minds at ease when he expressed a commitment to continuing operations in Cornwall. “We were looking for a base down there,” Haggarty said of the Cornwall region. “We do a lot of work in Eastern Ontario so we were able to say to those people: ‘Don’t worry, we’re not going to cut you and take your business.’ We’re going to take all the staff at their current salaries, keep them and honour the vacation arrangements they had with CSI.” That was key to the deal, Haggarty said. “Craig has a great deal of compassion for his employees. He wanted them protected and he knew that ITS would give that Continued on page 38

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Page 38 TRUCK NEWS

April 2011

cover story

Properly informing employees and customers becomes a race against time Continued from page 37

protection,” said Haggarty. ITS has renewed the leases on CSI Logistics’ facilities and is already shopping for more land in the Cornwall area. That commitment to the region helped stem any panic at CSI Logistics, but there was still another group of people who needed to be brought up to speed: its customers. Calling customers With the deal announced to the staffs of both CSI Logistics and ITS, Haggarty and Cottrell hopped into Haggarty’s car and headed west along Hwy. 401. They stopped at ITS headquarters for a quick coffee and to meet with employees there. Then, it was back on the road, with Haggarty behind the wheel and Cottrell furiously working the Blackberry, calling and e-mailing customers and arranging meet-

seamless: ITS COO Rob Haggarty says the transition will be seamless for customers as CSI Logistics is brought into the fold. Photo by James Menzies

ings in the Toronto area. Customer meetings began in Toronto right after lunch, face to

face whenever possible. “We wanted Craig to be the guy to tell them because they were his

accounts,” Haggarty said. The biggest challenge was to assure customers that it would be business as usual from their perspective. “The key with the transition is to do nothing,” said Haggarty. “We’re not changing a thing. We’ll learn over the spring and summer if there are some things we should tweak, like empty miles. But initially for the first three to six months, we want to leave it as is.” Cottrell agreed to say on for three years, which also provided peace of mind for customers. After a long day of meeting with customers and suppliers, Haggarty spent the night at Cottrell’s Caledon home and had dinner with his family. The next morning, they were back at it, meeting with customers and explaining the deal. “We spent two days on the road together, just trying to get the word out properly,” Haggarty recalled. Amalgamating systems

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With everyone informed of the acquisition, the next big challenge was to begin implementing some of the necessary changes on the back end. While Haggarty insisted operationally, nothing will change, there are legal obligations involving an asset sale, such as putting ITS decals on CSI trucks and bringing those units under ITS’s insurance coverage. The fleet has to safety-check its new equipment and begin harmonizing its billing processes. Most of the operations had to be streamlined by the March 1 closing date. It’s a cumbersome process, Haggarty admitted, requiring multiple conference calls per day and countless lists. Haggarty was quick to credit the ITS team for sharing the company’s vision and helping make the transition as painless as possible. As ITS brings CSI Logistics into the fold, Haggarty said the company is wasting no time in upgrading the CSI fleet. Each CSI Logistics tractor, for example, will have PeopleNet systems installed in the cabs and the company will get new computer systems and be migrated to the ITS operating system. Having taken on a carrier a third of its own size, Haggarty said ITS is well aware of the risks of growing too quickly. However, he said he’s confident the company can better maintain service levels through rapid growth via acquisitions than by simply adding capacity as it did in the early 2000s. “We do have to be careful of excessive growth,” he acknowledged. “CSI is a third of our size, but all their staff is coming. We went through some periods in the early 2000s where we were growing 20% a year and it was really hard. We kept up and we got through it, but it was crazy and we don’t want to have to do it again.” That being said, Haggarty said further acquisitions are likely in the company’s future, “once we get this one digested.” “This is a pretty big acquisition, so we’ll have to digest it,” he said. “But I was kidding with my staff; I told them ‘Think of it this way, you’ll be totally educated for the next time we do this.’ They didn’t laugh.” n

April 2011

TRUCK NEWS Page 39

medium-duty

Navistar expands NG offerings, introduces 4x4 TerraStar at Work Truck Show

4x4: The International TerraStar is now available in a 4x4 configuration.

INDIANAPOLIS, Ind. – Navistar International introduced a 4x4 TerraStar and a showcased a full range of alternative fuel vehicles at the Work Truck Show. The 4x4 TerraStar broadens the applicability of International’s most recent truck offering, first introduced at last year’s Work Truck Show in a 4x2 configuration. Since launching the TerraStar last year, Navistar says it has received more than 2,000 orders for the Class 4/5 truck. “With the addition of a 4x4 model, simply put, the International TerraStar is unmatched in the industry,” said Jim Hebe, Navistar’s senior vicepresident, North American sales operations. “The design and durability of TerraStar is influenced by our entire line-up of commercial trucks, sharing the same rugged, durable, and hardworking DNA that’s made us an industry leader.” Navistar also highlighted its range of

alternative fuel vehicles, including the all-electric Class 2-3c eStar. The eStar has a range of 100 miles per charge and takes six to eight hours to recharge. It can carry payloads of up to two tonnes and produces no tailpipe emissions. On the heavier side, Navistar offers the International DuraStar Hybrid, which it says can save fuel to the tune of 60% in utility-type applications. Navistar also said it would be expanding its line of natural gas-powered trucks and at the show it featured an NG-fueled International WorkStar. The truck was powered by a DT-466 natural gas engine that can be configured to run off either liquefied or compressed natural gas. Hebe said International will soon offer natural gas across its entire product line. “And this isn’t just going out and grabbing the industry standard natural gas engine and putting it in our product,” he said during a press con-

Freigthliner debuts new snow plow INDIANAPOLIS, Ind. – Freightliner introduced a new 114 Severe-Duty platform equipped with a 14.5-ft. elliptical dump body, 10-ft. front plow and belly scraper at the Work Truck Show. “By introducing the 114SD platform with its available set-forward axle configuration and ground clearance package, we now have full product coverage in the government snow plow market,” said TJ Reed, director of product marketing, Freightliner Trucks Freightliner says the lightweight aluminum cab is e-coated for corrosion-resistance and large doors allow for easy entry and egress. The plowfriendly hood incorporates a rad-mounted stationary grille that allows the hood to be open even when equipped with a variety of front frame extension-mounted plow attachments. The truck comes with Detroit Diesel DD13 power with BlueTec Selective Catalytic Reduction (SCR). The Cummins ISL and ISC will also be available in late 2011, the company said. n

ference. “This is looking at our entire engine line and developing technology across our entire line, the DT and in the MaxxForce 11 and 13, in CNG and LNG, in single fuel and potentially dual fuel, offering our customers a full range of natural gas products from the MaxxForce DT right through the MaxxForce 13.” Natural gas is already available in International WorkStar and DuraStar trucks powered by the DT engine, Hebe noted, and later in the year MaxxForce 9s and 10s will also be available in NG configurations. “We are extremely excited about natural gas and where that’s going to take us,” Hebe said.

Hebe said he wasn’t going to get into the Advanced EGR vs SCR debate, but when asked, he reiterated that he feels liquid urea-based SCR is doomed. “We said all along that our belief was that a liquid-based SCR would be obsolete by the time we ran out of credits and I would reaffirm today that there are technologies out there a year or two from now that will make SCR, if not obsolete, certainly a second choice,” he said. Hebe said Navistar submitted a MaxxForce 13 to the EPA for certification at 0.2 grams NOx per brake hp/ hr a couple weeks ago, but will continue to use credits until they run out. n

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April 2011

medium-duty

Hino’s new Classes 4 and 5 cabovers make big splash at Work Truck Show

north american Cabover: Hino has returned to its COE roots with a new Model 155 and 195, the latter to be available in Canada in hybrid form.

panies are moving towards less expensive, smaller trucks.” He also noted the US is the only developed nation with a growing population, which will drive the shift towards

Q&A with Hino executives:

TOKYO, Japan – Truck News editorial director Lou Smyrlis recently visited with Hino officials in their home country of Japan. Here is a short Q&A from his visit:

Q: The North American trucking market has undergone considerable change over the past couple of recessionary years. How will Hino position itself over the next decade to take advantage of these changes and the opportunities presented in the North American market? Sumio Fukaya, president and CEO, Hino US: We realize that the North American market has gone through big change. Customers are seeking not just cost-effective solutions but also true value in the vehicle, customer satisfaction and a contribution to a societal mandate (green trucking). As the market shifts its focus from cost to value, we are in a very good position to capture market share.

Yoshio Shirai, president, Hino Motors: The North American car market used to be dominated by large cars until Japanese cars were made available in the market and North America moved to more medium-sized vehicles with better fuel performance. If we apply that example to the truck segment in North America we see a market still dominated by heavy, fuel guzzling vehicles. We need to see the same kind of change in the North American truck market. Moving goods with greater efficiency is the value proposition we want to achieve with our hybrid truck introduction. Q: What needs to happen for the North American market to accept hybrids? Shirai: For hybrids to become more widespread, customer awareness must become more important. Also price and performance of the vehicle must satisfy customer re-

more maneuverable cabovers. “By 2020, according to the US Census Bureau, the US population is expected to reach 320 million people with 90% living in urban areas,” he quirements. That is key. Q: Will the new Hino truck have a variety of components available from manufacturers such as ArvinMeritor or Dana or will it be an all-Japanese product? Toshiki Inoue, executive vice-president: We are aiming at significant cost reductions with this vehicle. We will not be using North American parts for the vehicle. We will be exporting parts from here. But as the volumes grow, we will likely start sourcing North American-built parts. Q: Hino builds Class 8 trucks for the Asian market. Can we expect a Class 8 vehicle for the North American market from Hino? Fukaya: The traditional strength of Hino relies on heavy-duty vehicles and our engineers are keen to produce a Class 8 vehicle for the North American market. But we realize the current manufacturers in the North American heavy-duty market are very strong and so we prefer to establish our position in

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the medium-duty market. Only then can we consider the Class 8 market. At the moment we have no specific plans for the North American Class 8 market. Q: Have you been pursuing former GM dealers as a result of the demise of General Motors in the medium-duty market? Fukaya: The fact that General Motors has exited the medium-duty market offers a real opportunity for Hino. An increasing number of dealers who used to handle the GM brand in the US are showing interest in taking on a Hino franchise. General Motors had a strong presence in certain parts of the market, such as ambulances, in which Hino wants to increase its strength. Shin Nakamura, president Hino Canada: The situation in Canada is different. Hino dealers are captive and handle only the Hino brand. By focusing on parts and service we hope to differentiate ourselves in the Canadian market. n

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said. “With more people living in urban areas, the need for more products to be delivered to those areas is a major contribution to the need for smaller, more maneuverable trucks.” The 155 and 195 cabovers were built for North American drivers and can comfortably fit a driver who’s 6-ft.-6in. with a size 13 boot, noted Glenn Ellis, vice-president of marketing and dealer operations for Hino. The new cab also offers “more storage and cup holder space than you’ll know what to do with,” he promised. Also key to North American customers is a standard 33-inch frame rail width with a 56,900-psi frame. Fuel tanks are tucked out of the way between the frame rails and an angled windshield and narrow pillars provide excellent visibility for drivers. The new cab is aerodynamic too, offering about 29% less drag than some competitive models, Ellis claimed. The new models are powered by the Hino JO5E Series engine rated at 210 hp and 440 lb.-ft. of torque and

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By James Menzies INDIANAPOLIS, Ind. – Hino’s new cabover Classes 4-5 models 155 and 195 – and hybrid-electric versions of the same – were introduced amid much fanfare at the recent Work Truck Show. For Hino, it marked the first time the truck maker has launched a new model outside of the Japanese market first. Hino unveiled the new models in grandiose fashion to dealers, customers and media during a special unveiling March 8. The new models were designed specifically for the North American market and will be well suited for urban deliveries, Hino officials said. Sumio Fukaya, president and CEO of Hino Motor Sales USA, said the new offerings will provide affordable and efficient solutions for companies operating in urban environments. “We have seen the price of new vehicles soar as much as 22-25% over the past four years,” Fukaya said. “As such, we are seeing a trend where com-

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SHEEHAN’S TRUCK CENTRE INC.

April 2011

will utilize selective catalytic reduction (SCR) exhaust aftertreatment. This allows the vehicle to meet stringent EPA2010 emissions standards without the use of EPA credits, Ellis noted. The hybrid-electric versions – the Models 155h and 195h – share much of the same componentry that has made the Toyota Prius popular, officials said. Eric Smith, vice-president of sales with Hino Motors Canada said that at this time, only the Class 5 195h is planned for release in Canada. The 155h and 195h feature Hino’s sixth generation hybrid system, Ellis said, adding “for the first time, the engine control unit and the hybrid control unit work in harmony to maximize the effect of the hybrid system.” It may come as a surprise that Hino says it has built more hybrid trucks around the world – 10,000-plus – than any other manufacturer. The hybrid is expected to lower emissions by as much as 25% with the corresponding gains in fuel efficiency. The system features an electric motor that assists during start-up and acceleration by pro-

viding 258 lb.-ft. of torque. As is the case with the Prius, the engine shuts off when the driver steps on the brake to conserve fuel. The dash display turns green when the driver is operating the engine in its optimum range, providing visual confirmation the hybrid system is being operated efficiently. Ellis said the new hybrids offer a five-year payback based on today’s fuel costs, without any government incentives to offset the higher purchase price. The non-hybrid 155 and 195 will also be “competitively priced” with other cabovers in the Classes 4 and 5 markets, Fukaya said. The Models 155 and 195 will be available in Canada by early September, Hino Motors Canada predicts. The hybrid Model 195h will be available in December. n – Editorial director Lou Smyrlis recently travelled to Japan to see the new models first-hand. Visit his blog at Trucknews.com to read about his impressions.

MeDiuM DuTy

accredited Test Facility

* An official mark of the Province of Ontario used under licence

1-800-254-2859

905-632-0300

4320 HARVESTER Rd., BURLINGTON, ONTARIO

Fax: 905-632-4557

Get more than double the standard truck warranty on all 2011 model stock sleeper tractors. 2 year/250,000 mile

LARGE INVENTORy OF VN TRACTORS

cummins and volvo Power Many colours To choose From

GREAT SELECTION OF 2012 MOdEL VOLVO TRACTORS! Up to fuel 5% better with economy Volvo e R SC engin

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THE EVOLUTION OF EXCELLENCE IN MEdIUM dUTy TRUCKS

SHEEHAN’S LEASING LTd.

oh, yes it can: The new Fuso Canter can haul more payload and go longer between service intervals than many of its competitors, officials claim.

New Fuso Canter triples service intervals By James Menzies INDIANAPOLIS, Ind. – Mitsubishi Fuso has brought its popular Canter cabover to the North American, where it will serve the Classes 3-5 markets. The truck, shown for the first time at the Work Truck Show, features Fuso’s Duonic six-speed automatic transmission, Daimler’s BlueTec SCR emissions aftertreatment system, a 4P10 turbo diesel engine and payload that’s as much as 2,200 lbs greater than competitive models, Fuso officials announced at the truck’s launch. Perhaps most impressively, the Canter extends service intervals from 6,000 miles to a whopping 18,000. Five models of Mitsubishi Fuso Canters will be offered, addressing applications ranging from dry freight, refrigerated delivery, landscape, snowplow and municipal roadwork. A seven-passenger crew cab is among the offerings as is a FG4X4 model, which Fuso says is the only fourwheel-drive medium-duty cabover in the industry. “This is the most extensive redesign we’ve undertaken in seven years,” said Todd Bloom, president and CEO of Mitsubishi Fuso Truck of America. “We had to develop new drivetrains to meet EPA2010 regulations, of course. But we asked our designers and engineers to go beyond that, and to put everything they’ve learned about powertrain technology and efficiency into the new Canter FE/FG series of commercial trucks. The resulting trucks don’t just represent an incremental

improvement over our previous models. The 2012 models represent a new approach to the technology of transporting goods by truck, and they are specifically designed to deliver lower cost of ownership.” The new Canter is available only with the company’s own 4P10 dualoverhead-cam, dual-balance-shaft, turbo, intercooled four-cylinder engine as well as its own Duonic automated transmission. “Our goal has been to maximize efficiency and lower the cost of ownership for our trucks as much as practical,” said Leighton Good, manager, product and applications with Mitsubishi Fuso. “With the combination of the 4P10 engine, Duonic transmission and BlueTec emissions control, these new Fusos are the smoothestrunning, easiest-to-drive cabovers we’ve ever offered, and they boast the highest operating efficiency, as well. A 300% increase in the length of the service interval also contributes significantly to lower cost of ownership.” Bloom said the new Canters will be priced more competitively than ever before. The company also claims to have improved turning radius. A Canter FE model with 110.2-inch wheelbase has a 34.1-ft. turning radius, which is tighter than that of a Mini Cooper. The new Canters come with a threeyear, unlimited mileage bumper-tobumper warranty and a five-year, 175,000-mile powertrain warranty. The truck will make its Canadian debut at ExpoCam in April. n

SHORT TERM & LONG TERM LEASES ON VOLVO DAYCABS AND SLEEPER CABS

OVER 100 CLEAN USEd TRUCKS! 10 2006/2007 VOLVO VNL64T-670’s

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9 2007 VOLVO VNL64T-630’s and 670’S

AND 9900iX’S

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With Cummins and Cat power, 10 spd auto’s and 13 spd STD, nice clean trucks with low miles.

450 hp Cummins ISX, Jake, 13 spd. STD and 13 spd. auto’s, 40 rears, air ride, nice clean units, fleet maintained with only 493,000 to 763,000 km’s all with warranty.

2007’s From $29,950. ea.

From $42,950. ea.

8 2007 VOLVO VNM DAY CABS

Several 2007/2008 MACK’s 70" SLEEPERS

365hp VED12, engine brake,12spd auto,40 rears ,air ride,roof fairings, 512,000km’s to 714,000 km’s. From $27,950 to $29,950.

460/485 hp Macks, 13 spd’s, 40 rears, air ride, alum. wheels, nice low km trucks.

call for details.

Factory Licensed technicians • 26 Bays • Fast LuBe Pit aLignment rack • emission testing NEW & USEd TRUCKS

3 Sales

Mon.–Thurs. Friday Saturday

8:30 AM to 7 PM 8:30 AM to 6 PM 9:00 AM to 2 PM

NEW TRUCKS: USEd TRUCKS:

3 Parts

Mon. – Fri. Saturday

7:00 AM to Midnight 8:00 AM to 3:00 PM

24 HOUR EMERGENCy

3 Service

Mon. – Fri. Saturday

7:00 AM to Midnight 8:00 AM to 3:00 PM

Kevin Sheehan • Murray evanS • FranK SavOy • euGene PeTrenKO vOyTeK POliTaKiewicz • JOhn MurPhy (Sales Mgr.) DenniS Sheehan (uSeD TrucK MGr.) aDaM cziraKi • Paul rePar • MiKe MurPhy

eugene Petrenko speaks russian & ukrainian voytek Spolitakiewicz speaks Polish

ks!

Truc We Buy

www.heavytrux.com

Page 42 TRUCK NEWS

April 2011

T.D. SMITH Requires

Owner/Operators Dedicated run from NJ to QC • 80% of Revenue • Home most Weekends • Fuel Surcharges • Pay Statements twice monthly • Automatic Bank Deposit • Fuel Accounts available • Safety Awards

We Require: • Safety Oriented & Good Attitude • CVOR & Driver Abstract • Criminal Search • Desire to Succeed • Recent Model Equipment

Office Fax: 519-323-3646 Dispatch Fax: 519-323-3567 www.tdsmithtransport.com

Canada Toll Free: 800-265-8781 US Toll Free: 519-323-3567 Local Tel:` 519-323-2004/5

New Contracts!

K.D.I. TransporTaTion inc. Is looking for

COMPANY DRIVERS for container work with AZ licence for Ontario work only.

* Steady Work Year-Round * • Wait time for container paid from arrival inside terminal to departing • Minimum 3 yrs. experience • Great competitive rate based on experience • We pay for waiting time at customer after 2 hrs.

✶ All trips one way loaded and one way empty pay same ✶

Please call:

(905) 564-7222 or fax resume to: (905) 564-7232 Ask for Dejan Ivanovski

Truckloads of Opportunity Trimac one-stoptransportation transportation solution Trimac is is aa one-stop solution company specializing in trucking in bulk productsbulk across Canada, company specializing trucking products the United States and Mexico. We have 150 branches across Canada, the United States and Mexico. and 50 maintenance shops plus thousands of trucks We have branches andAmerica 50 maintenance & trailers 150 throughout North – and people. shops thousands trailers Great plus people have kept of ourtrucks family&run business growing for North over 65America years. – and people. throughout Step into our cab. where Great people haveWe’ll kepttake ouryou family runyou business want to go your65 career. growing forinover years. Step into our cab. We’ll take you where you want to go in your career.

medium-duty

Isuzu re-launches gas-powered N-Series, unveils new commercial van INDIANAPOLIS, Ind. – Isuzu has announced it is bringing back its N-Series gasoline-powered delivery truck, with production set to begin Apr. 18 at Spartan Motors’ Michigan production facility. Gas-powered NPR (12,000-lb. GVWR) and NPR-HD (14,500-lb. GVWR) trucks will be offered in single cab and crew cab configurations. They should begin arriving at Isuzu dealers in early May, the company announced at the Work Truck Show. The trucks will be powered by a GM Vortec six-litre V8 engine that produces up to 297 hp and generates 372 lb.-ft. torque at 4,000 rpm. The engine will be mated with a GM Powertrain six-speed automatic transmission. “We are very excited to reintroduce our line of gasoline-powered N-Series trucks to the marketplace, with a new six-speed transmission that improves fuel economy and performance,” said Shaun Skinner, executive vice-president and general manager of Isuzu Commercial Truck of America. Also at the Work Truck Show, Isuzu revealed a new commercial van produced in partnership with Utilimaster Corporation, a subsidiary of Spartan Motors. Full production of the Reach commercial van is slated to begin in the second half of 2011. The Reach rides on an Isuzu NPR

gas is back: Isuzu is once again offering a gas version of its N-Series.

Eco-Max chassis and is powered by the Isuzu three-litre diesel engine. “The Reach is the ideal walkin van for today’s market because its Isuzu powertrain offers incredible fuel efficiency and proven durability, and its frame, suspension, steering and braking systems are true commercial grade, not just beefed passenger van components,” said Isuzu’s Skinner. “Today’s fleet and vocational buyers are looking for low cost of ownership, and the Reach lives up to its name – it reaches a new standard in low cost of ownership that no other commercial van can match.” Applications for the Reach include: package and delivery fleets; contractors; cleaning services; heating and air-conditioning technicians; plumbers; electricians; florists; moving and storage companies; cleaning services; and appliance repair and delivery firms. n

Owner/OperatOrs

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Owner Operators Owner Operators

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Drivers Drivers

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Come visit us at Expocam, Montreal Booth #4560

Referral Bonus In-house Maintenance

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out of eastern Ontario

or Montréal area

100% Owner/OperatOr

80 years of experience in the transportation industry JUNE 2010

JOBS FOR TRUCKERS • 1

April 2011

TRUCK NEWS Page 43

new products

Western Star taps new markets with vocational ‘bad-ass’ By James Menzies INDIANAPOLIS, Ind. – Western Star has come out with its first new truck in more than a decade, aimed at six core vocational segments including: dump; mixer; crane; roll-off; snow plow; and sewer vac applications. The new, self-described “badass” Model 4700 is aimed at “value-minded” construction and municipal customers, Mike Jackson, general manager of Western Star, said before unveiling the new truck at the Work Truck Show. Available in either a set-forward or set-back axle configuration, the 4700 boasts a short 110-inch BBC, which Western Star officials claimed to be the tightest in its class. Western Star will begin taking orders for the 4700 in the third quarter of 2011 with deliveries beginning in early 2012, Jackson said. “While we kept our customers’ wallets in mind, make no mistake, this is every bit a Western Star, hand-built with every attention to detail,” Jackson said. “Durable, rugged and stylish and with one of the widest ranges of power ratings in its class.” The new offering will come with the Detroit Diesel DD13 under the hood, or the Cummins ISC and ISL if a 13-litre is not required. It has been a good year for Western Star, and the truck maker seems to have rediscovered its swagger. The overall Class 8 truck market’s order intake grew 16% last year while Western Star outpaced the overall market and saw its own order board surge 45%. “Despite the continuation of one of the worst trucking markets last year, Western Star saw dramatic improvements in volume and order intake,” Jackson said. “We are building on the momentum achieved in 2010 by expanding our vocational presence with lighter applications and new engine offerings and the continued product enhancement for our current segments.” Western Star engineers involved dealers, customers and body builders in the design of the new truck, soliciting advice and designing a truck that’s body builder friendly. Not only does the 4700 have a clean back of cab, but Daimler’s tightly packaged one-box exhaust aftertreatment system occupies minimal frame rail space. The SCR system comes with either a six- or 13-gallon diesel exhaust fluid (DEF) tank and in-cab batteries free up an additional 17 to 34 inches of frame rail space for equipment installation. The DEF and air tanks can be placed under the cab to free up additional frame rail space, the company says. The body builder interface and transmission control unit are located in the cab – away from road debris and contaminants – which should reduce wiring issues. The 4700 also boasts a bolt-in, passthrough plate in the cab floor that eliminates unnecessary drilling as well as a dedicated body builder wiring raceway, an easily accessi-

ble routing path through the cab floor. “We’ve already received praise from those who have seen the new raceway,” Jackson said. A full range of transmissions will be available on the 4700, including all the usual manual options as well as Allison automatics and the Eaton UltraShift Plus automated transmission. Drivers too, should like the 4700. The truck comes with a sloped hood for improved visibility and a 55-degree wheel cut that provides good maneuverability in tight spaces. “We understand the unique needs of the vocational job sites, so we designed the truck to shine in tight urban spaces or busy construction sites,” Jackson said. “Drivers will feel at ease operating the 4700.” n

a new star is born: The Western Star 4700 was specifically designed for six key vocations: dump, mixer, crane, roll-off, snow plow and sewer vac.

Page 44 TRUCK NEWS

April 2011

new products

W t NEr Ra he

Immediate Openings for Owner Operators Full and part time, singles and teams, vans and roll tites for transborder. Positions available in GTA and Eastern Ontario. We offer owner operators $1.18 loaded/empty. AZ licence required, with 1 year experience. • • •

Company cards Benefits Fuel premium

• Weekly deposit • Safety bonuses • No touch freight

• • •

24/7 dispatch Great equipment On going training

• PeopleNet® • Maintenance

facility in house

VAH: Volvo’s latest offering was designed specifically for auto haulers.

Volvo introduces new car hauler GREENSBORO, N.C. – Volvo Trucks North America has introduced a new truck exclusively for the automobile transport business. Officials say the Volvo Autohauler (VAH) was developed to maximize freight capacity while bringing efficiency, safety and comfort to the automotive market. The VAH is a day cab with a lower chassis than standard models, a short

Call Karen at 416-885-4059 to speak English, Punjabi or Hindi Call 800-267-1888 or 613 961-5144 x123 or x114 Email: recruiting@itsinc.on.ca www.itstruck.ca We are committed to employment equity and diversity.

New Pay iNcreases TANDEM AXLE

$1.20 $1.16 $1.14 34.2¢

QuAD AXLE

PER LOADED MILE U.S. EASTERN SEABOARD PER LOADED MILE ALL OTHER AREAS

$1.22 41.3¢

LOADED

$1.20

EMPTY

PER MILE FEBRUARY FUEL SURCHARGE

PER EMPTY MILE ALL AREAS PER MILE FEBRUARY FUEL SURCHARGE

• Operating mainly within a 1200 mile radius of the Toronto area • Home weekly • Consistent year round work • Stable environment

ALso HIRING CoMPANY DRIVERs 40.5¢/MILE

BROOKVILLE CONTRACT IDENTICAL TO THE LAIDLAW CONTRACT

MARITIME OWNER OPERATORS PLEASE CONTACT: BETH TAYLOR FOR DETAILS

1-800-561-9040

or fax your resume to: 506-633-4731 or email resume to: mtaylor@brookville.ca

If you have a professional attitude and desire to succeed call: KEN ELLACOTT

E-mail: kellacott@laidlaw.ca Fax: 519-766-0437

www.laidlaw.ca

Jack HoekmeiJer Valued o/o Since Sept 09

bumper-to-back-of-cab (BBC) dimension and an EPA2010 engine. “The new Volvo Autohauler is designed to maximize loading space for our customers while incorporating the latest in engine technology,” said Ron Huibers, Volvo Trucks North America’s senior vice-president of sales and marketing. “The lower chassis reduces the overall height of the truck, allowing a car, pick-up or minivan to be positioned over the cab to maximize the efficiency of every delivery.” The design also features an axle-forward configuration, designed to provide the weight distribution needed for optimum maneuverability. With a clean top-of-frame behind the cab, the VAH is designed for quick body mounting and easy trailer hook-up. “Our goal with this new auto hauler was to reduce lead time and increase efficiency for auto transporters,” said Volvo Trucks marketing product manager Wade Long. “We worked closely with customers and truck body builders to understand and meet their needs. Volvo Trucks is confident that the VAH has the design, engineering and performance that the demanding vehicle transport market has been waiting for.” “In our business, the truck cab needs to be as small as possible to maximize loading space,” said Steve Hansen, executive vice-president of Hansen and Adkins Auto Transport. “The cab height, frame height and BBC dimensions are very important. With the new Volvo Autohauler, we’re getting a truck that gives us the capacity we need. The inside of the cab is comfortable, too, and has more room than you might expect.” Hansen, whose company operates 325 trucks, ordered one of the first prototypes and worked closely with Volvo Trucks as it refined the design and prepared for production. He recently placed an order for 40 new Volvo Autohaulers. “I like to be on leading edge,” Hansen said. “There’s some risk to it, but the benefit is helping to build a better product that will help us gain capacity and better serve our customers.” Cassens Transport Company, which operates a fleet of 1,200 trucks, also ordered a VAH prototype, selecting it primarily because of its cab dimensions. Cassens officials say minimizing cab height is particularly important for the company, which delivers to many older cities along the east coast, where low overpasses are often a concern. “The whole game is about inches and the VAH offers the lowest cab available,” said Brian Suhre, Cassens Transport Company’s vice-president of facilities and equipment. “Yet when you get inside, the interior is spacious and doesn’t feel mechanical. It’s like driving a nice passenger car.” n

Challenger Motor Freight is currently seeking: â€˘ Company Single and Team Drivers â€˘ Owner Operator Singles and Teams

BE PART OF OUR CHALLENGER TEAM!

Call us today and put your career on the path of your choice:

T 1 800 334 5142 F 1 888 876 0870 E recruiting@challenger.com W www.challenger.com

We go the distance. Other opportunities:

Page 46 TRUCK NEWS

April 2011

new products

Join one of North America’s ‘Best Fleets to Drive For’ Yanke is looking for 25 Canada ONLY teams & 20 cross border teams* Proven Industry Pay Package. Come talk with our Yanke Recruiting Team at the following Career Fairs: March 26 & 27: Winnipeg, MB at the Canada Inns March 29 & 30: Calgary, AB at the Glenmore Inn

Dana introduces service-free U-joints

Apply Today & We Will Expedite Your File. Contact Us Now. 1-800-373-6678 ext. 2 www.yanke.ca *On average, Yanke teams last year earned $62,704 per operator

Good people. Good living. We have NEW positions and routes available for drivers who are looking for a flexible, stable work environment. Visit our website to find out more about who we are and how to begin a career with us. 2009 Fleet Safety Award

www.erbgroup.com 1-800-665-COLD

We train, challenge and reward our drivers to be the best! Make your next move a cool one.

Proud and Professional for over 21 Years

Hiring Owner/Operators for Cross border

we Offer: • Competitive Package • Full Loads • Home on Weekends Looking For: • Minimum three years experience • Clean Abstract • Professionalism • FAST Card

neW PACkAge fOr O/Os Sign on bonuS

www.nolantransport.ca

Call Kelly at

800-387-5148

TAMPA, Fla. – Dana has unveiled new service-free U-joints for its Spicer Life driveshafts, creating permanently lubed drivelines that are designed to handle the punishments of higher horsepowers and lower axle ratios. The new U-joints were unveiled at this year’s Technology and Maintenance Council meetings. The service-free designs have actually been in Europe for 13 years, but the new SPL-250 and SPL-170 Ujoints are now available for main and tandem drive inter-axle driveshafts in North American Class 8 trucks. The upgrades include a new bearing package with enlarged needle bearings, a synthetic seal to retain the grease, and a related guard to protect against contaminants. Lithium-based grease has also been replaced with a synthetic formula. But the most obvious difference to those in the shop will be the lack of a zerk fitting. The SPL-250 promises a 40% improvement in dynamic bearing capacity, creating a driveline that reportedly offers 70% more power density than its nearest competitor. “All this was done at no cost to the customer,” adds Tom DeHaven, Dana’s senior manager of driveshaft products. Warranties are available for up to four years or 400,000 miles in linehaul applications, compared to the three-year, 350,000-mile coverage on traditional designs. n

Eaton hoses stand up to biodiesel TAMPA, Fla. – Eaton has unveiled a new line of flexible rubber hose that can stand up to the challenges of emerging biodiesel fuels. Traditional CPE hoses can turn brittle and crack when exposed to varying percentages of the mixtures, but the new GH100 ESP hose features a hydrogenated nitrile rubber tube wrapped in a reinforcing braid and polyester cover that are designed to withstand the attack. “At temperatures above 100 C, some biodiesel blends above B20 can ‘bake out’ the elastomers necessary to keep hoses flexible. This is a particular problem in vehicles that may see a variety of fuel blends – B5 this week, B20 and higher next week, and so on,” explained Doris Showalter, Eaton senior product manager, transportation and air conditioning products. “Temperature is the catalyst, and with underhood temperatures easily reaching 150 C on a hot day in the southwest, we are seeing hose damage in a short time depending on the biodiesel blend percentage and the quality of the blend.” The biodiesels are hardly a fad, she adds, noting how 36 countries now have regulations about biodiesel. “This is where we will be five years from now.” n

You Can

Celadonâ€™s international customer base continues to grow, allowing us to offer more to Company Drivers and Owner Operators than ever.

With plenty of quality freight, excellent miles, guaranteed detention pay, and loads of extra advantages, Celadon Canada is a smart

career move. International and Intra-Canada positions available. Contact us today to learn more about what we can offer you!

Contact Celadon Canada today! Call 1-800-499-4997 or visit www.celadoncanada.com

Page 48 TRUCK NEWS

April 2011

Hiring Drivers and Owner-Operators

“We Deliv”er Quality

G&B Transportation Limited Has Immediate Openings for

2 Owner OperatOrs 1 for the tandem board to run the US 1 for the Michigan heavy haul board

G&B Transpotation Limited was established in 1998 and is a friendly, family-atmosphere company.

We Offer:

Flatbed and US Experience Preferred Clean Abstract and Criminal Search Required

If You Have:

• A dedicated aluminum Roll-Tite trailer with a Quick Draw System • 73% of gross revenue paid • Home every weekend • As well as repair assistance

• A clean abstract • 4 or more verifiable years of steel experience

Please contact: Tracy at 905-494-0354 ext 23

Contact Dave at:

1-888-257-3136 Ext 226

Looking for 2 Owner Operators H Percentage based pay H Our trailer or yours H Fuel cards available H We will keep you busy

TransporT LimiTed Visit our web site: www.whiteoaktransport.com e-mail: careers@whiteoaktransport.com 365 Lewis Rd. N., Stoney Creek, Ontario L8E 5N4

We Require Call Jennifer

H People who are ready to roll!!!

1-800-565-5598

H Ability to speak fluent English

ext. 25

H Must have flatbed experience H US Compliant

FRASIER TRANSPORT Requires:

Owner/ Operators

To Run Long Haul to and from the Southern United States Owner/Operators

Company AZ Drivers NeeDeD

$1.35 to $1.60 Per Mile

s i s s e n i s u B g!

n i w o r G

Trucks Available...Immediate Start RequiRementS:

Offering:

• Clean AZ abstract

• Competitive wages & benefits

• Clear criminal search

• Paid layovers & direct deposit

• Experience in heavy haul

• Well maintained equipment

• multi-axle(jeep/booster) experience is preferred

• Steady work & excellent working environment

FAX: 519-896-9805 EMAIL: bwadel@twoshoesspecialized.com

1-866-235-0050

2500 to 3500 miles per week guaranteed + Safety Bonuses Awarded Applicants must have: • Clean Abstract • Clean C.V.O.R. • Fast Card or Passport • No Log Book Violations • Minimum of 4 Yrs. Cross Border Experience • Well Maintained Vehicle

We have lots of runs from Montreal and Toronto to: • FLORIDA • TEXAS All dry van work

Please fax Resumes, Updated CVOR, and Updated Abstract to Recruiting at:

$1000 .00 sign on bonus

for all new owner operators

(905) 945-9289 or 1-888-827-3334 If you have any questions please feel free to call Recruiting at: (905) 945-3773

Earn up to $1.48 per Mile

Page 50 TRUCK NEWS

April 2011

new products

Snow and gravel and freight, oh my! New trailer design offers unprecedented versatility By James Menzies TORONTO, Ont. – Imagine hauling road salt in one direction and auto fluff on the return trip. Or trash one way and snow on the back haul. Or how about hauling gravel outbound and palletized freight back home?

These and other previously inconceivable opportunities now exist, thanks to a clever trailer design by Trout River Industries that was on display at the recent National Heavy Equipment Show. The Shuttle Floor Trailer is an aluminum dump trailer with a cable-driven moving floor,

FEELING THE SQUEEZE?

PUT MORE MONEY IN YOUR POCKET WITH OUR $0.45/LITRE AVG FUEL REBATE $1000 SIGN ON BONUS STEADY MILES PAID LICENSING & INSURANCE PAID HEAVY USER TAX PAID TOLLS & PERMITS

CALL NOW!

Visit us on-line at www.arnoldbros.com E-mail: recruiting@arnoldbros.com

Also accepting Company applicants

CALGARY MILTON WINNIPEG 5300-55th Street S.E.

403-235-5333

8100 Lawson Road

905-693-1667

739 Lagimodiere Blvd.

204-253-3323

Our team has served the transportation industry for nearly 50 years

TANK/FREIGHT

Immediate openings for

OwNER OPERATORs & COmPANy DRIvERs US & Canadian

OWNER/OPERATOR

DRIVERS

• Up to $1.22 / mile loaded or empty • Fuel capped at .50/ litre • Bi-weekly settlements/ Direct deposit • Border crossing, tolls, picks and drops paid

• Competitive wages • 100% of health benefit premium paid by company • No slip seating • Well maintained equipment

Please call 1-877-932-TANK (8265) Fax: 613-933 - 4598

multiple-use: Above a Shuttle Floor Trailer does the work of your typical live bottom trailer. However, this design can also be used to haul freight (below).

which spans the full width of the trailer. The objective when designing the trailer was to provide customers with unprecedented versatility, Darrin Mitchell, president of Trout River Industries told Truck News. “If you want to haul freight, haul freight. If you want to haul snow, haul snow. If you’re not making money hauling gravel, go haul contaminated soil,” Mitchell explained. “You have one product that can go 365 days a year.” Traditionally a manufacturer of live bottom trailers, Trout River was hearing from customers that they could no longer afford to have trailers sitting idle when construction season slowed. “We were meeting with customers and they were telling us ‘I have to find new ways to make money.’ We sat down to design this thing and said ‘How do we design something that’s not cheap, but in the end is going to make him more money’?” The other challenge, Mitchell admitted, was addressing some of the complaints against traditional live bottom trailers, such as excess weight and complex conveyor systems that require too much maintenance. In the end, Trout River replaced the chain conveyor system with a simple cable-driven system that works much like a horizontal elevator. A small pump is all that’s needed to drive the cables and the entire trailer can be unloaded in just 90 seconds, Mitchell said. The bulkhead has squeegee-

We are currently

Recruiting Owner Operators in Ontario and Quebec to run Canada & uSa We Offer: Competitive Rates & Fuel Surcharge Quarterly Performance Bonus Compliant & Safety First Environment

We Require: 3 Years or Newer Equipment Valid Fast Card Good Abstract

Come see us at

EXPOCAM

in Montreal Booth #3128

Apply on line: www.slh.ca Call Howard Winfrow 1-888-854-7548 ex. 5639 Or email: Hwinfro@slh.ca

style edges so it cleans the walls as it moves forward, allowing operators to quickly switch from one commodity to another. It also keeps loose debris from fouling up the system, he added. The trailer requires no more maintenance than any other trailer type, Mitchell insisted. Since its launch in September, units have been delivered across Canada and into the US – mostly to customers in Ontario and Quebec. Several customers have since placed orders for additional units, according to the company. At the Heavy Equipment Show in March, Trout River was taking orders for June deliveries. When asked for specific examples of how the trailer is being used, Mitchell spoke of an owner/operator who puts the trailer to work hauling road salt by day and removing snow from Pearson International airport by night. Another operator hauls mulch in the summer and palletized decorative stone in the wintertime. “It’s one piece of equipment that won’t stop making you money,” Mitchell said. “You can put it on different jobs and different projects at different times of year – just don’t have it sitting in your yard. If they have a set run, now because of the versatility of the trailer they can pick up different backhauls that they weren’t able to before.” Mitchell said the trailer is still durable enough to handle the roadbuilding work that traditional live bottom trailers were designed for. “It’s born for asphalt,” Mitchell said. However, he noted it’s lighter than a live bottom because of its simple conveyor system and aluminum construction. A four-axle unit weighs 23,000 lbs. The unit has the full capacity of a conventional aluminum dump trailer and can be loaded two pallets wide with freight. It also has the added advantage of the moving floor, so a dock isn’t required for loading and unloading. “You bring the belt back, put the freight on with the forklift and move the belt ahead,” Mitchell explained. “It works for any type of palletized freight you can think of.” The trailers are built in P.E.I. by Trout River Industries. To see video of how the Shuttle Floor works, visit www.troutriverindustries.ca. n

Our people and our equipment

set us apart

Laidlaw Carriers is Looking for Quality

OWNER OPERATORS Who Care to Fill Positions within Our Growing Company

Pneumatic and Liquid Tanker positions available Base plates, border crossings and all US tolls paid Competitive Fuel Surcharge Program FAST CARD and TWIC CARD an asset

Revised Owner Operator Package

Big Company with small company values Great lanes Competitive pay

PEOPLE MAKE THE DIFFERENCE AND TRUCKING IS NO EXCEPTION Some lanes cross the border • We run the Great Lakes • We run the GTA Great mix of short and long • Company owned unloading equipment

Woodstock Ontario Cardinal Ontario Valleyfield QC

1-800-465-8265

Brent Pickard Bryan Braun

Page 52 TRUCK NEWS

April 2011

people Trimac’s Ken Arthur, training instructor for the Trimac Learning Centre, has been named Safety Person of the Year by the Alberta Motor Transport Association. In filing Trimac’s quarterly results, director Jeffrey McCaig singled out Arthur for praise. “This prestigious award is a great example of the commitment that Ken has, that goes beyond what is normally required, to the safety of the industry and to the Trimac truck drivers, mechanics and technicians,” he said. “It also demonstrates the excellent relationships Ken has built in the trucking and safety community to ensure that safety is in the forefront of everyone’s mind.” • National Truck League has announced Dave McRae has joined the company as its regional manager for Ontario. In the newly created role,

McRae will be in charge of business development in the province as well as training and coaching new insurance specialists. McRae has more than 21 years of sales and marketing experience and was most recently charged with training and recruiting new field reps, NTL announced. •

Steve Morel

Flo Components has named Steve Morel its new territory sales manager for the Sudbury region. Morel brings about 10 years of

experience in various technical and sales positions in the mining, steel, construction and transport industries, Flo announced. He will be charged with increasing local availability and technical support for customers and to build Flo’s customer base in the region. Flo Components is a manufacturer of automatic lubrication systems and says it plans to better serve the mining, construction, road building, aggregate and trucking industries in the Nickel Belt with its latest hiring. “We are excited to have Steve join our team,” said Mike Deckert, v.p. of Flo Components. “Steve will be taking over for Ed Colley who retired after many years as Flo’s Sudbury rep and who was well known and respected in the industry. We believe that Steve’s technical experience, which includes millwrighting and working as a

coach/trailer mechanic in Sudbury makes him uniquely suited for providing the kind of technical and sales support our customers have come to expect.” • Canada Cartage System has hired Lori McCreight as its senior vicepresident of solutions. Officials say McCreight’s role will encompass the carrier’s solutions engineering and national account management functions. “As one of Canada’s highly recognized and foremost experts in transportation, Lori brings executive level experience in sales, solutions, operations and customer support to CCS,” said Jeff Lindsay, president and CEO of Canada Cartage. “Her well-rounded talent will make an immediate impact on our business and ensuring we are well positioned for the future.” McCreight’s most recent position was president of National Fast Freight. She is a Chartered Accountant by trade and has an Honours BA from Brock University. • Durabody Industries has named Peter Collins its vice-president of sales and marketing. Collins most recently served as vice-president of sales and marketing for Waltco Lift Corp. where he was responsible for all sales activities in North America. In his new position, Collins will be responsible for strategic planning and day-to-day management of all selling activities and market communications for the company. In addition to his experience with Waltco, he also worked with Ultron Lift Corp. which merged with Waltco in 2009. Collins also brings previous experience in the transportation leasing industry and at an industrial forklift distributor in eastern Canada, where he held a number of sales and sales management positions, Durabody said in a release. n

Now Hiring - Owner Operators to run Teams and Singles in various locations across Canada/USA - Company Drivers in Saskatoon - Flatbed Drivers in New Brunswick

Fastrax Transportation, a member of The Day & Ross Transportation Group, is currently expanding. We require Owner Operators and Company Drivers to join our fleet and grow with us. If you are looking to add your talents and skills to a responsible, growing company, please consider this opportunity. We Offer: Fuel Cards/Paid Tolls Fleet Insurance/Fuel Subsidy All miles paid Signing Bonus Offered Direct Pay Twice Monthly Optional medical & dental

We Require: Accident free last 2 years Good Abstract Minimum 24 Months Experience Safe Reliable Equipment Positive Professional Attitude

If you are interested in this opportunity then please contact us:

1.877.FASTRAX (327.8729) or recruitment@fastrax.ca For all opportunities available please visit www.fastrax.ca Fastrax Transportation is an Equal Opportunity Employer

STRATFORD, ONTARIO

Temperature Controlled Division

Required Immediately

AZ OWNER/OPERATOR TEAMS and SINGLES. COMPANY DRIVERS

Call for details!

519-273-2483 Monday to Friday 8:30 am to 5pm Email: diane@remexexpress.com Fax: 519-273-2389

We Offer: Flexibility Paid Fuel Subsidy New Pay Package

We Require: US Border Experience Clean Abstract/Criminal Search Must have either FAST Card or CDN Passport Professional and Safe Attitude Canada/US Lanes

$1,500

Sign-on Bonus

1-877-588-0057 recruiting@rosedale.ca www.rosedalegroup.com

Hiring OWNER OPERATORS

Page 54 TRUCK NEWS

April 2011

Hiring PrOfessIONaL OWNer/ OPeratOrs aNd drIvers

fOr usa

500-2500 Miles run

We are seeking

experienced Owner Operators with late model equipment We offer

Must have: Transportation Experience Criminal Search Record Clean Abstract & CVOR Valid USA visa

www.displaytrans.com

We Offer: Excellent Wages Steady Work

Contact: Nick/Paul (905) 897-2181

werequire require aa minimum minimum of we of5 5years years exp. and a clean record, Fast cards. exp. and a clean record, Fast cards.

Excellent pay package Light loads Paid tolls Company fuel cards Fuel discounts Safety Bonus 500.00 per Quarter Paid pick up & drops Paid layovers

Display Transportation one of Canada’s Leading Truckload Carrier’s

Maitland Transportation

2/1/11

9:36 AM

Page 1

cOntact: richard Delongte at 905-838-4111 ext. 25 or richard@displaytrans.com

Now Hiring

OWNER OPERATORS for our Flatbed Division to Haul to the U.S.A. Requires OWNER-OPERATORS to run the U.S. WE REqUiRE

WE OFFER

n Clean, reliable tractor n 2 yrs. Experience n Clean driving record n Good work attitude

n Steady work n Highest rates in the industry n Weekends off n Great work environment

Some Dedicated Runs Available

Call: 888-772-6542

Local & US Drivers

◆ 80% with Company Trailer ◆ 85% with Own Trailer ◆ Home Weekends ◆ Paid Weekly ◆ Company Fuel Cards ◆ No Administration Fees ◆ No Hidden Costs ◆ Benefit Package Available Flatbed Experience an Asset

MAITLAND

TRANSPORTATION SYSTEMS LTD.

1-888-720-7237

Fax: (519) 827-9279

Fax: 519-523-4763

email: joe@doyletransportation.ca Website: www.doyletransportation.ca

BLYTH ON. CANADA

Enclosed Car Carrier Toronto Based

Requires OwneR/OpeRatORs (2) single O/O Drivers (based out of toronto terminal) + (1) Company Highway Driver (based out of toronto terminal)

Fleet average/mile $ 1.60 (single driver O/O) (includes fuel surcharge + auxillary charges)

we sUppLY

paid heavy use taxes paid insurance practical paid miles loaded or empty paid tolls + bridge crossings Floating fuel surcharge weekly weekly pay well maintained trailers paid layovers paid on/offs for vehicles paid surcharge for paint paid company apparel Coveralls + cleaning 90% Canadian/10% U.s. runs

Contact:

O/O sUppLIes Late model tractor w/ptO Remaining base plate cost (after first $ 500 paid by company) proof of Disability Insurance Buy down insurance cost Fast card or application capable Clean abstract & criminal search Min. 5 years driving exp. Min. 3 years border crossing exp. pleasant attitude & good work ethics

Andy Thorndyke, Vice-President 318 Rexdale Blvd., Toronto, Ontario 416-742-0854

April 2011

TRUCK NEWS Page 55

opinion

Cell phone ban is a rule I can live with Publisher’s Comment Rob Wilkins

So the big clampdown on talking and texting while behind the wheel is in full swing here in Toronto. A friend of mine called last week, absolutely furious over the $150 ticket he got for talking on his cell while driving. Maybe he’s been hiding under a rock but for the life of me I can’t understand why he was so angry. It could be that he was feeling really stupid. After all, warnings have been on virtually every newscast of every southern Ontario station warning of the upcoming blitz. I couldn’t agree more with the law. It’s a shame that so many motorists lack something called common sense. I have to admit; prior to this all-out push, I picked up my phone on a few occasions while behind the wheel. I will never be tempted again. I found a sure way to stop the madness. It’s called the ‘off’ button. Today, I marveled at stupidity first-hand, and it wasn’t pretty. I was driving southbound on the DVP, minding my own business when the car directly in front of me jammed on his brakes. I hit mine, the guy behind me hit his and thankfully everyone managed to stop. I couldn’t understand what the problem was. It was a clear day, no animal had darted out into the car’s path and traffic directly in front was moving at a decent clip. After we had all stopped, the lead car darted to the shoulder and put his car in park. Remember, this is on the DVP. What happened next blew me away. As I slowly passed, I could see the driver’s hand waving back and forth. It’s hard to describe exactly what he was doing, almost like he was conducting the Toronto Symphony or maybe illustrating the delicate art of house painting, all the while (go figure) the other hand held a phone to his ear. You could tell he was oblivious to what had just happened. We all know that it’s a tad harder to see into a tractor cab, especially from a cop car. That makes it that much easier to hit that answer button or make that call. Chances are remote that you’ll ever get caught but there’s a reason it’s against the law, so do everyone (including yourself) a favour and invest in the handsfree technology. Even better, discover the off button. If there was a tractor-trailer in my rearview that day, I probably wouldn’t be writing this column. This is one law that will save lives. n – Rob Wilkins is the publisher of Truck News and can be reached at 416-510-5123.

We’re Looking to Increase Our Fleet of Qualified

Owner Operators, Company Drivers and Teams MAKE SURE YOUR NEXT MOVE IS DONE WITH CONFIDENCE. New MORRICE offers the STABILITY, PAY and MILES

FSC Rate FoR owneR OpeRatoRS!

you need to be successful in your career.

If interested in finding out more Call Rob today at

1-800-567-3260

ext. 243 or visit us at www.morricetransportation.com

Our People are Our Success. we hire the best to be the best.

Owner Operators We Pay: $1.20 to $1.33

Plus Fuel surcharge, Insurance, Plates Applicants must live within a 100 km. radius of our yard and must have flatbed experience 225 Huron Road, Sebringville, ON N0K 1X0

1-800-565-5557 or 519-393-6194 ext. 242 Fax: 519-393-5147 • E mail: dianneb@woodcockbrothers.com

www.woodcockbrothers.com

10 REASONS we're the Carrier for you:

Currently Recruiting

OWNER OPERATORS With 2007 or newer model trucks

Please call or drop by and speak with Joan or Karen for more details.

1018 Parkinson Rd., Woodstock, Ontario

TOLL FREE: 1-866-569-7964 ext. 3

1. Ontario-Texas Lanes 2. No Eastern Seaboard 3. Competitive rate per mile 4. Fuel Surcharge Program 5. Safety Bonus Program 6. Paid Plates, Insurance & Fuel Tax 7. Paid Bridge tolls, Tolls,Road RoadTolls, Tolls,Scales Scales&&Faxes Faxes 8. Weekly direct deposit 9. Access to Company Fuel Accounts 10. Personal Communication with Dispatch (No Satellite)

Visit our website: www.keypointcarriers.com

Page 56 TRUCK NEWS

April 2011

tax talk

Three questions, two answers It’s early March as I write this column. The RRSP deadline is behind us, personal income tax season is straight ahead. It’s a busy time full of questions from clients. We get a lot of the same ones every year. But a few new questions came up that I want to share: Do I report my Ontario SBTSP payment? If you’re an owner/operator in Ontario, you probably got a Small Business Transition Support Payment (SBTSP) cheque last November. SBTSP is a one-time payment from the Ontario government to help small businesses offset the cost of changes in accounting and administration necessary to collect Harmonized Sales Tax (HST came into effect on July 1, 2010). The Ontario government mailed cheques ranging from $300 to $1,000

suming you get your SBTSP by the end of the year.

Tax Talk

Is there a cheap way to incorporate?

Scott Taylor

to all active GST/HST business registrants (the amount you received is based on your gross income). What they did not say clearly is that the SBTSP payment is taxable. Be sure to add it to your 2010 gross income when you file your tax return (April 30 for sole proprietors). If you started a new business late in 2009 or early 2010, it’s possible that you have not yet been sent your payment. It seems the government wants you to be in business for 12 months before they send you this money. If that’s the case with you, report it with your 2011 gross income pre-

With the deduction for meal claims rising to 80% (finally), 2011 is a great year for owner/operators to incorporate. I talked about this in my December 2010 column and even went so far as to state that you can call me to discuss it if you’re not getting the information you need from your own accountant. I’m happy to say that quite a few of you took me up on my offer. But now a word of caution. Some firms are offering to set up a corporation for cheap or even for free when you commit to using other services. They keep the price low by incorporating clients federally, since the upfront cost is typically less than incorporating provincially ($200 versus $350 for

LAIDLAW CARRIERS BULK GP INC

PRESENTLY HAS THE FOLLOWING POSITIONS AVAILABLE 2 Owner Operators for Michigan B-Trains at $1.45 per mile minimum + F.S.C. 2 Owner Operators for Ont / Mi on aluminum 5 axles. 2 Owner Operators for Ont / Mi on steel 6 axles. 2 Owner Operators for Ont / PQ / NY on aluminum 4 axles.

INDEPENDENT OPERATORS

• With their own trailers and insurance welcome. • We offer Ontario year round work.

Call Vern at 1-888-209-3867 or 519-536-1192 All loads pay on per ton basis. PLUS Fuel Surcharge with a minimum per mile guarantee.

WE PROVIDE • All Base Plates • All Border Crossings • Heavy Users Tax (HUT) • U.S. Border Crossing Decal • All U.S. Tolls • All U.S. Licensing • Wetline installation

ADDITIONAL BENEFITS • Competitive Truck Insurance rates • Fleet Insurance – includes buy down, down time, towing and medical insurance plus optional truck payment insurance • Excellent fuel prices with company fuel and credit cards • Clean and well maintained equipment • Steady year round volumes • Dedicated Trailers • Pre-dispatched Daily • Optional Weekend Work

Dump Trailer Division Based in Woodstock, Ont. and Beloeil, PQ.

most provinces). Short term, it is less expensive to set up a federal corporation. However, there are two problems here. First, federal incorporation will cost more over time. A federal corporation is required to file an annual information return with Industry Canada (a $20 fee). Additionally, it must register (and, in many cases, pay a fee) with the province where its head office is established. For example, New Brunswick charges $212. In Manitoba, the fee is $300. Taking all those additional fees into account, it may be less expensive to register your corporation with your home province. Second, where you incorporate is one item on a long list of things to consider before you make that leap. A qualified accountant or business advisor should discuss the pros and cons of incorporating federally and provincially so you can choose what’s best for you. If you only want to incorporate because you can get a cut-rate deal on the filing fee, then keep your money in your jeans until you’ve done some more homework. In the long run, incorporating can help you protect personal assets, reduce your tax obligation, and kick-start a real strategy for managing and growing your business. Keeping registration fees low is important, but it shouldn’t be your primary motivation for incorporating. What’s happening with GST/HST audits? Unlike the first two questions, I wish I had an answer for this one, except to say that Canada Revenue Agency is taking a giant step backward. CRA produces a quarterly newsletter called Excise and GST/HST News. The Winter 2011 edition contains an item under this headline: “An Enhanced Focus on GST/HST Compliance.” The article states that instead of one audit covering both income tax and GST/HST, auditors will now do single tax audits. In other words, the person reviewing your GST/HST return will not identify or fix any discrepancies on your income tax return. That job will be handled by a separate auditor. “This allows auditors and their managers to develop more in-depth knowledge and expertise in their area,” the newsletter says. Are you kidding? “More in-depth knowledge?” Can you imagine spending the time and effort to go through a GST/HST audit and then having to wait months for a second auditor to show up to address discrepancies on your income tax return? Large national and international corporations have complicated returns that require expertise. But it’s just not appropriate for a small business to have to endure two audits because the GST auditor disallowed an expense that the income tax auditor now has to review. I may not have all the answers, but I do know this: GST/HST has been around long enough that auditors should have a grasp of it by now. n – Scott Taylor is vice-president of TFS Group, a Waterloo, Ont., company that provides accounting, fuel tax reporting, and other business services for truck fleets and owner/operators. For information, visit www.tfsgroup.com or call 800461-5970.

April 2011

TRUCK NEWS Page 57

safety

Driver incentive programs can generate valuable dividends Everyone likes to be rewarded for a job well done. Truck drivers are no exception. It is why fleets invest in bonuses for everything from better fuel economy to improved out-of-service records, or take the time to recognize individual milestones with patches, jackets and framed certificates. It is also why fleets can expect these investments to generate real financial returns. A well-planned incentive program focuses employees on specific goals and helps to reach a number of money-saving targets. The dollars that are paid out in bonuses for a drop in out-of-service violations, for example, could easily be offset by returns in the form of fewer delays, lower on-road repair costs and reduced fines. The goals themselves will vary from one fleet to the next, but they are usually identified by taking a careful look at existing records. Carrier profiles are a popular source of information about issues such as hours-of-service violations, while data from engine Electronic Control Modules can measure the potential to improve fuel economy. And insurance providers can offer some guidance of their own. Regardless of the benchmarks that are being set, however, most successful programs tend to measure drivers against their past performance rather than the work of their peers. The realities of trucking simply make it too difficult to compare one driver to the next. The same fuel economy target that is easily met by a Saskatchewan trucker with a 20,000-lb payload may seem impossible for a co-worker who is hauling 40,000lb payloads through mountainous terrain. There will always be a distinct difference between a “stretch goal” that encourages drivers to improve, and a target that employees couldn’t reach in their wildest dreams. The secrets to success are not limited to reasonable benchmarks, either. The entire process is about helping drivers to succeed, and ensuring that they have the support to reach their goals. A fleet that wants to offer a bonus for a clean

Ask the Expert david goruk

logbook will need to take a close look at its existing dispatch system to ensure that it is designed to meet the related hours-of-service rules. And those that want to limit out-of-service violations may need to explore the way that maintenance departments are addressing equipment repairs. The amount of the incentives themselves will vary depending on a fleet’s budget and will usually be based on the size of potential returns – some of which may be larger than they initially seem. After all, the idea of paying a driver $15 to replace a burntout headlight may seem absurd until it is measured against the price of an out-of-service violation, a mechanic’s on-road inspection and all of the related delays in a shipment. The rewards themselves don’t even need to be limited to cash. Any driver would wear a millionmile crest with pride, a $5 gift card for a coffee shop will be appreciated by coffee lovers everywhere, and who wouldn’t want to see a certificate in the dispatch room that recognizes a month of perfect logbooks? At the very least, a decision to separate a reward from a regular paycheque will offer the chance to remind drivers what an incentive is for, and how it continues to be earned. One fleet discovered the added advantage of distributing grocery store gift cards to drivers who avoided out-of-service violations. Whenever an employee failed to earn the card, the fleet office could usually count on a spouse to call and ask what happened. That presented another chance to talk to family members about the features and benefits of a safe driving initiative. Maybe there should be little surprise that drivers tended to meet their objectives in the months that followed. As important as the individual rewards may be, the timing of any

payouts will also play their own role in the ongoing success of a program. For example, a driver who is involved in a minor collision early in the year might be discouraged by the idea that they will miss out on the entire annual safety bonus that is only paid out at the end of the year. For their part, fleets can find monthly payments to be an administrative nightmare, particularly since many of the related reports may not be generated quickly enough to support the program. That’s why most successful programs tend to be based on quarterly reports. When all these factors are considered, fleets can discover that the investments in a well structured incentive program will pay dividend for years to come. Please provide your feedback on this – or any other trucking

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– This month’s expert is David Goruk. David is a senior advisor with Safety and Training Services for Markel Insurance Company of Canada and has more than 25 years experience in providing loss control and risk management services to the trucking industry. Markel Safety and Training Services, a division of Markel Insurance Company of Canada, offers specialized courses, seminars and consulting to fleet owners, safety managers, trainers and drivers. Markel is the country’s largest trucking insurer providing more than 50 years of continuous service to the transportation industry. To read about more industry hot topics, visit Markel’s website at www.markel.ca and click on the Articles & Essays section.

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Page 58 TRUCK NEWS

April 2011

oem/dealer news

Navistar partners with EcoMotors to commercialize ‘game changing’ engine design quired, the clutch is disengaged, ing diesel, natural gas, gasoline Modular engine design could be lighter, allowing the second engine to or even hydrogen. The concept stop completely, leading to imreceived financial backing cheaper and boast greater power density proved fuel economy and bet- has from the likes of Bill Gates and

By James Menzies WARRENVILLE, Ill. – Navistar International has partnered with EcoMotors International to further develop a new engine design that the companies claim will revolutionize the diesel engine landscape. Dubbed opoc (Opposed PistonOpposed Cylinder), the engine is comprised of two opposing cylinders per module, with a crankshaft between them. Each cylinder has two pistons moving in opposite directions. The design eliminates the need for the cylinder head and valvetrain components found on conventional News Subscripton TN P185 6/7/10 2:26 engines, saving weight and improving efficiency, according to the companies. The key to the opoc design is its

improved power density, company officials explained in a Feb. 22 conference call with media. The power density, they claim, is two to three times greater than that of conventional diesel engine designs, allowing for: lower weight; smaller size; lower material costs; improved fuel economy; and lower emissions. Also key to the opoc is an electrically-controlled turbo, which: improves combustion efficiency to lower emissions; improves fuel economy; eliminates turbo lag; and improves drivability by producing more low-end torque. PM Page 1 A n electr ically controlled clutch is housed between two engine modules. When the second engine module’s power is not re-

ter performance from the primary module, the company claims. The perfectly balanced modules can be stacked to meet the power needs of the vehicle. During a conference call, EcoMotors and Navistar officials said the new design is half the size and weight of a conventional turbo diesel engine, while boasting improved efficiency and best yet, will cost less than today’s commercial diesel engines. The opoc, EcoMotors claims, has a very high power density of one horsepower per pound. Its simple design, the companies say, allows for 50% fewer parts than conventional diesel engines and it can be configured to run on all types of fuels, includ-

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Vinod Khosla, founder of Khosla Ventures. “EcoMotors is proud to partner with Navistar to commercialize the revolutionary opoc engine,” announced Don Runkle, CEO of EcoMotors International. “For customers such as Navistar, this remarkable engine technology represents a competitive advantage that enables not only enhanced environmental sustainability, but also greater profitability. Our engineers are working to effectively rejuvenate the internal combustion engine for the 21st century.” “Our company has a long history of pushing the envelope to deliver state-of-the-art, customerfocused solutions and we see great promise in EcoMotors’ breakthrough engine design,” said Dan Ustian, chairman, president and CEO of Navistar. Ultimately, opoc engines have the potential to reduce fuel consumption by 15%, officials explained. As far as applications are concerned, Eric Tech, president of the Navistar Engine Group, said “I think this is applicable in virtually anything you can conceive of.” Prototypes are already being used today, officials said, with Navistar planning to roll the technology out in its smaller commercial vehicles within two to three years. In terms of displacement, a 250-hp prototype today has just 2.5 litres of displacement. Officials said the opoc is measured more in terms of horsepower per pound. But for sake of comparison, Ustian said a 13-litre engine would be comparable to a 5.2-litre opoc. Because the opoc comes in a smaller package, it has the potential to radically change the way truck chassis are built and configured, officials said. “One of the things we’re looking at is what modifications have to be made to the conventional mounting to take full advantage of this?” said Tech. The opoc, he pointed out, can ride lower in the chassis, affording manufacturers the luxury of improving visibility and aerodynamics while adding cargo space. Navistar officials also said the opoc engine design gives them the opportunity to continue to comply with emissions requirements without using selective catalytic reduction (SCR). As far as the partnership goes, Navistar will be contributing its combustion technology expertise as well as its emissions know-how to take the concept to the next level of development. The two partners were evidently excited about the potential of the opoc. EcoMotors CEO Runkle noted the global engine market represents about 100 million engines per year, worth about $350 billion, “and in our humble opinion, we don’t see why they shouldn’t all be opocs.” n

April 2011

TRUCK NEWS Page 59

Fleet Brake acquires McCoy Parts and Service network

best in N.A.: (L-R): Bill Jackson, Peterbilt general manager, Doug Danylchuk, Peterbilt Manitoba dealer principal and Arlen Savitt, Peterbilt assistant general manager, sales and marketing, celebrate Peterbilt Manitoba’s strong performance.

Peterbilt Manitoba named Dealer of the Year WINNIPEG, Man. – Peterbilt Manitoba has been named Peterbilt’s North American Dealer of the Year. Dealer principal Doug Danylchuk received the award at the company’s annual dealer meetings held at Paccar’s new engine plant in Columbus, Miss. “Peterbilt Manitoba, a multiaward winning dealership, continuously grows their business year after year by embracing Peterbilt’s new products and technologies,” said Bill Jackson, Peterbilt general manager and Paccar vice-president. “They are a first class organization dedicated to customer service and a true representation of the Peterbilt brand.”

Peterbilt Manitoba is a full-service facility with locations in Winnipeg and Brandon. The dealer has been around for 29 years. “We are honoured to be recognized as Peterbilt Dealer of the Year,” said Danylchuk. “Repeat customers, quality products and our professional service team is the key to our success. We strive to provide customers with a truck that will suit their individual requirements and it’s easy to do that with a product that beats the competition in quality, performance, and durability.” Medium-Duty Dealer of the Year was Western Peterbilt in Seattle, Wash. n

Kenworth offers extended warranty on MD trucks financed by Paccar TORONTO, Ont. – Canadian customer who purchase qualifying medium-duty Kenworth trucks will receive complimentary extended warranty coverage, courtesy of Kenworth and Paccar Financial. The trucks must be financed by Paccar Financial and ordered by Dec. 31, 2011. Classes 5-7 Kenworth trucks from the factory or dealer stocks are eligible for the deal, which includes two-year/320,000kilometre coverage. limited time offer: The Kenworth “T h is program prov ides T270 is among medium-duty trucks that excellent value. Qualifying qualify for extended coverage. Class 5-7 customers receive an additional one year and 160,000 kilometres of warranty coverage per eligible truck under this joint Kenworth and Paccar Financial program,” said Gary Moore, Kenworth assistant general manager for marketing and sales. For more info, visit a Kenworth dealer or call Paccar Financial at 800-777-8525. n

OK Tire, ERS partner to provide 24-hour roadside assistance MISSISSAUGA, Ont. – OK Tire has partnered with Emergency Road Services Corporation (ERS) to provide 24-hour emergency roadside assistance for the commercial trucking industry in both Canada and the US. The partnership will see ERS, a bilingual emergency roadside assistance provider, help OK Tire customers who have broken down locate the dealer closest to them. OK

Tire has more than 100 commercial locations across Canada. “We value our commercial trucking customers and we want them to feel protected if they should break down. Partnering with ERS is the best way we can get them back on the road as quickly and cost-effectively as possible,” says Larry Hardy, national manager truck and specialty tires for OK Tire stores. n

CALGARY, Alta. – Fleet Brake has announced it is expanding its Western Canada presence with the acquisition of McCoy Parts and Service. McCoy consists of five locations, including three parts and service centres, located in Edmonton, Red Deer and Grande Prairie, Alta. and Penticton, B.C. The new acquisition will operate as Peerless Parts and Service as it is integrated into the Fleet Brake network, which now boasts 12 locations, mostly in Western Canada. The new division includes about 90 employees who are expected to join the Fleet Brake network. n

Daimler hiring as demand ramps up PORTLAND, Ore. – Business is brisk for Daimler Trucks North America (DTNA), which has announced it is expanding production and adding 628 positions at its Mt. Holly and Gastonia, N.C. manufacturing plants. The company says the hirings are in response to rising customer demand for Daimler’s trucks. Daimler will fill about 1,300 positions during the first half of the year at its various truck and parts manufacturing facilities. “We have received a clear vote of confidence from a broad range of customers,” said Martin Daum, president and chief executive officer, DTNA. “Our new hiring in Mt. Holly and Gastonia is a direct reflection of incoming orders and the resulting production schedule. We remain cautiously optimistic regarding economic and industry recovery but this is a significant and welcome step forward.” n

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Page 60 TRUCK NEWS

April 2011

oem/dealer News

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strong demand: Peterbilt has ramped up production of its Models 587 (pictured) and 382 due to increased demand and a strengthening truck market.

Peterbilt increases production of Models 587, 382 DENTON, Texas – Peterbilt has announced an increase in production of both the Model 587 and Model 382 at its truck manufacturing facility in Denton. “The launch of the Model 587 is an exciting opportunity for Peterbilt and has generated a high level of interest with carriers seeking fuel economy gains and improved handling for their drivers,” says Bill Jackson, Peterbilt general manager and Paccar vicepresident. Jackson says that strong demand since the 587’s launch in late 2010 has prompted Peterbilt to double its daily build rate. The Model 587 is equipped with standard front air disc brakes, and newly designed steering geometry offers improved curb-to-curb maneuverability by 12%, officials said. The Model 587 is available with two sleepers or in a day cab configuration for tanker and regional haul applications. The Model 587 is standard with the 2010 Paccar MX engine with

380-485 horsepower. Peterbilt officials have also announced an increase in production of the new Model 382, touting its “outstanding maneuverability, aerodynamic efficiency, and exceptional serviceability for shorter haul pickup, delivery and diminishing load markets.” “Optimized safety and steering capabilities for congested areas, advanced aerodynamics for excellent fuel efficiency and serviceability for lower operating costs makes the Model 382 the ultimate vehicle for the short and regional haul markets,” Jackson says. “Having delivered the first Model 382 to Columbia Distributing in December, we are excited to increase production of this vehicle delivering customers ideal performance and savings.” The Model 382 is powered by the 2010 Cummins ISL9 engine.Ratings range from 345-380 hp with a maximum 1,300 lb.-ft. of torque. n

Kenworth awards top dealers

KIRKLAND, Wash. – Custom Truck Sales in Regina, Sask. and Edmonton Kenworth were among the Gold Award winners that were up for consideration as Kenworth Dealer of the Year at the truck maker’s recent dealer meeting. However, it was MHC Kenworth Colorado that took the top honours during the recent awards presentations. MHC operates four Kenworth dealerships in Colorado and Wyoming. There were five Gold Award winners this year, including the two Canadian representatives. Kenworth also presented 13 Silver Awards, including Canadian dealers: Bayview Kenworth; GreatWest Kenworth; and Kenworth Quebec. n

are you secure?: Poor tie-down equipment and techniques will not be tolerated under CSA.

in a CSA world New CSA securement regs could snare some Canadian carriers TORONTO, Ont. – Compliance, Safety and Accountability (CSA) is a robust initiative sponsored by the US Department of Transport’s FMSCA to monitor and mitigate high-risk driver and carrier behaviour across America. This, of course, includes Canadian carriers running internationally. The program is the successor to the DoT’s Safestat, and the shortlived CSA 2010 (which stood for Comprehensive Safety Analysis), and has just gone nation-wide in December, 2010. Violations and alerts noted during inspections are entered instantaneously into a motor carrier databank. The violations are given a point score through the regulator’s SMS (Safety Measurement System), and are supposed to be based on the relationship to crash risk. The records of citations and violations are kept on file for two years. Too many accrued points can lead to warning letters and interventions, and potentially make some drivers and fleets uninsurable. CSA is a broader approach than Safestat and is defined by seven “Basic” categories (Safestat only had four). Much of the focus is concerned with driver behaviour. Cargo securement, however, which includes the handling of hazardous materials, has been given its own section and makes up the bulk of the potential violations. Load securement was not part of the original Safestat program, and there is some concern among carriers about the severity of the weight given to the cargo tiedown category. CSA did make some changes to some of the load

On-Road Editor harry rudolfs

securement methodology in December of 2010, dropping the severity of a loose or unfastened tie-down from 10 points to eight, and upping some of the HazMat violations to six points. Initially, FMCSA was publishing carrier load securement point scores on its CSA Web site. But strong objections from the ATA, among others, caused the regulator to block those scores from public view. According to Duane DeBruyne, spokesperson for the FMCSA, “We appreciate that when you have flatbed trailers where the load is exposed it’s easier to see those issues. We recognize the difference in flatbed versus box container and that the results could potentially be misread.” However, the date, location, licence plate and VIN of the offence are still accessible on the site. One thing’s certain, it’s not just flatdeck haulers that are under increased scrutiny by US regulators. “They have been opening trailers and looking inside,” says Rick

Geller, director of safety and signature programs for truck insurer Markel. “In the past it wasn’t an issue. Even some of your stake and rack trailers they never looked inside. But now they’re interested.” Tom Boehler, safety manager for Erb Transport of New Hamburg, Ont., says some of his trucks have been stopped in New York State and written up for not having load bars at the back of the trailer. The irony is not lost on Boehler: “They will give you a fine if you don’t have load bars but no one will put a load rating on load bars.” Besides the introduction of the CSA program, increased vigilance of load securement has gone continent-wide as of Jan. 1, 2011, when most Canadian provinces began enforcing the National Safety Code in the use of cargo tie-downs. In Canada, load securement devices including straps and chains are required to display a Working Load Limit or they will be considered to be zero. Recently in Ontario, a Purolator driver was written up for having an insecure load when an MTO officer noticed a bag of salt on the truck’s catwalk strapped down by bungee cord. Since bungee cord has no working load limit, the rating was considered to be zero. The driver could have avoided the problem by using a one-inch ratchet strap with a stamped WLL. Even so, Geller suggests that the MTO official may have been

‘We’ve had carriers with enough tie-downs in Canada, but when they hit the states they need to add some more,’ Rolf Vanderzwaag, OTA

over-zealous in writing up the Purolator driver. “The issue of using bungee cords was something that was reviewed a couple of years ago and most states and provinces agreed to an interpretation that allowed the use of bungee cords,” he says. “What first raised the issue was the fact that it was a common practice for carriers to secure dunnage in the landing gear using bungee cords. An agreement was reached that allowed the use of bungee cords. This speaks to the issue of consistency and you have officers who have not been properly trained, applying the rules the way they believe they should.” Straps and chains do not have to display load limits in the US, where the limit is calculated differently. Cut or damaged straps should never be used. Even a slightly chewed up strap, installed as an extra tie-down for supplemental security, will be scored as a violation. Carriers running north-south are advised to do their research. The number of tie-downs required for a load can also vary internationally, according to Rolf Vanderzwaag, manager of maintenance and technical issues for OTA. “We’ve had ca r r iers w ith enough tie-downs in Canada, but when they hit the states they need to add some more.” Goods shipped on pallets are expected to be wrapped to the pallets and fitted snugly against each other running towards the bulkhead. Other commodities that cannot be palletized have to be secured to the floor or the sides of the trailer, even if the conveyance is not equipped with logistic tracks and anchors. But reefers and heated loads pose another problem since they Continued on page 62

Page 62 TRUCK NEWS

April 2011

load securement

CSA has placed more scrutiny on load securement Continued from page 61

require space to be left between the goods so that air can circulate. Reefer loads are also not supposed to touch the sides of the trailer. “There’s the rub,” says Geller. “When it comes to temperaturecontrolled loads you’re relying on air flow in that trailer. Most of the loss we see in temperaturecontrolled loads occurs because the temperature gets too hot or cold, and that’s usually caused by either an improper load pattern or not enough air circulation. Take

those inflatable air bag pillows that some shippers use. They’ll keep your load from walking, but at the same time they impede air circulation.” Claude Robert, president and CEO of Groupe Robert thinks that only 1% of dry van trailers are equipped with any kind of securement features. “In the past, drivers hammered nails in the floor but you can’t do that with a reefer. Shippers are now concerned that trailers have the proper attachments. One customer suddenly realized they

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about a dozen). In these states, truckers were stopped for speeding, even one or two miles per hour over the limit, and then the officer would use the opportunity to check the driver and load. If there were no problems the driver was allowed to go on his way without any point violations. “Under the old rules, the ‘speeding’ aspect was ignored because there was no violation notice issued and no conviction,” says Geller. “Under the new rules, the ‘speeding violation’ is pointed against the carrier’s profile, even though there is no conviction and no violation notice issued.” On the whole, however, Canadian carriers and drivers applying due diligence to their securement procedures should have no difficulty with the new regimen. “Canadian drivers, already familiar with programs like the CVOR in Ontario and the PEVL in Quebec, should have no problem with CSA,” says Robert. “Most of our drivers are already held to a higher standard.” Geller thinks that after all the bugs are worked out, CSA will be a benefit to the trucking industry. “What you’ve got right now is a novelty factor – something new applying across the US. Once it’s applied equally across the board it will be a benefit to the industry. The one thing that needs to be addressed is the responsibility of the shipper, which remains the wild card in this equation.” n

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needed 175 trailers with anchors and straps.” Geller of Markel points out that unlike the movement of dangerous goods (HazMat in the US), where the shipper shares some responsibility along with the driver and carrier, when it comes to load securement, the shipper bears no responsibility whatsoever. “Container freight is a perfect example,” says Geller. “How can you hold a driver responsible when he can’t even check the load?” Canadian drivers and carriers may have little say in how trucks are loaded, but they may end up getting a ticket for something beyond their control. “We’ve heard anecdotally that there is a great deal of disparity and variance from state to state and jurisdiction to jurisdiction,” says Rob Abbott, vice-president of safety policy for the ATA. A report on CSA 2010 issued by the Minnesota Trucking Association (Minnesota was one of the states involved in the original CSA pilot project) seems to substantiate Abbott’s assertion that the regulations can and have been arbitrarily and unevenly applied. One carrier whose primary lane runs between Minnesota and Pennsylvania found that the states of Ohio and Indiana, although only representative of 19% of its miles, accounted for 47% of its violations. Geller also suggests that there is a problem with the “probable cause” states (of which there are

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SYDNEY, N.S. – Armour Transportation has acquired Hillman’s Transfer, a 40-truck fleet that hauls general freight and perishables out of Sydney. The family business was founded in the early 1900s by E.J. Hillman and is operated today by Eddie Hillman. In announcing the deal, Armour Transportation said “Maintaining the Armour family tradition, Hillmans bring with them a highy respected and successful family business that has been operating in the Atlantic Canada region for nearly a century.” The fleet is comprised of 40 tractors and 70 trailers, offering temperature-controlled, refrigerated trucking for perishable

goods as well as air-ride trailers for general freight. However, Armour said the company’s niche is its ability to haul perishables such as fish, meat and fruit longdistance. More than 60 people are employed by the company, which will continue to operate out of its existing location in Sydney. Meanwhile, Brian LeBlanc has been promoted to the position of general manager of Hillman’s Transfer. LeBlanc already manages Armour’s Triple B Trucking temperature-controlled division. “This acquisition will significantly increase Armour’s reefer fleet as well as their penetration in Newfoundland,” the company announced. n

April 2011

TRUCK NEWS Page 63

advertisers’ product/service index AIR CONDITIONING Aarden Industries.................. 25 Manwin Enterprises............... 25 Niagara Service & Supply........ 25 Wilson Instruments............... 25 XTCC.. ................................ 39

HEATERS Aarden Industries.................. 25 Espar.................................. 18 Manwin Enterprises............... 25 Niagara Service & Supply........ 25 Wilson Instruments............... 25 XTCC.. ................................ 39

AUXILIARY POWER UNIT XTCC.. ................................ 39 INSURANCE Aaxel Insurance....................26 Burrowes Insurance Brokers.. .. 24 BORDER CROSSING SERVICES Avaal Technologies................ 12 CK Insurance.......................40 Hargraft Schofield LP............. 22 Innovative Insurance............. 12 BUSINESS CONSULTANTS Avaal Technologies................ 12 NAL Insurance.. ..................... 8 C.U.T.C. .............................. 63 National Truck League.. .......... 57 State Farm – Carolyn Maugeri...60 Stateside Transportation State Farm – Rose Monachino..20 Consultants.. ..................... 32 Stateside Transportation Transport Financial Services....60 Consultants.. ..................... 32 CAREERS.......... 42,43,44,45,46, 47, LOADS ........... 48,49,50,51,52,53,54,55,56 TransCore/LinkLogistics.......... 7 TransCore/LinkLogistics.......... 7 Truck News/Driver Link............. 65 LOANS/FINANCING Truck ops................................12 EZ Repair Loan.....................60 CHILD FIND............................. 57

LUBRICANTS CLASSIFIED.. ........................... 67 Castrol/Wakefield Canada....... 31 Centerline Truck Lube.. ..........28 Chevron Global Lubricants... 4,69 CLIMATE CONTROL Aarden Industries.................. 25 L.A. Truck Lube....................34 Manwin Enterprises............... 25 Shell Canada Products Ltd....... 27 Niagara Service & Supply........ 25 MEDICAL SERVICES Wilson Instruments............... 25 Ontario Drivers Medical.. ........40 XTCC.. ................................39

TRAILER FLOORING Prolam Floors....................... 71 TRAILER LEASING & RENTAL Action Trailer Sales................. 9 Glasvan Great Dane............ 5,30 Trailers Canada..................... 70 TRAILER PARTS & SERVICE Action Trailer Sales................. 9 Glasvan Great Dane ........... 5,30 Kingpin Specialists................ 59 Trailers Canada..................... 70 TRAILER SALES (NEW) Action Trailer Sales................. 9 Glasvan Great Dane............ 5,30 Great Dane Trailers.. .............. 72 Manac.................................38 Trailers Canada..................... 70 Trout River Industries............64 TRAILER SALES (USED) Action Trailer Sales................. 9 Glasvan Great Dane ........... 5,30 Trailers Canada..................... 70 TRUCK LEASING Sheehan’s Truck Centre.......... 41

TRUCK PARTS & ACCESSORIES Aarden Industries.................. 25 Canadian Industrial & Truck Radiators...................... 10,63 Manwin Enterprises............... 25 Morgan’s Diesel Truck Parts.. ... 15 Niagara Service & Supply........ 25 MODULAR T-CARD SYSTEMS CROSSWORD Setco Automotive..................60 Visual Planning..................... 22 Sheehan’s Truck Centre.......... 41 Apr 11 Crossword Puzzle............10 Wilson Instruments............... 25 Apr 11 Crossword Solution......... 63 PARDONS XL Radiators.. ....................... 65 Just pardons......................... 10 DIESEL EXHAUST FLUID TRUCK SALES (NEW) Anco Chemicals.................... 10 PERFORMANCE PRODUCTS Arrow Truck Sales.................26 A & A Exhaust WellWorth.....7,39 Caterpillar........................... 21 DRIVER EDUCATION/TRAINING Freightliner......................... 2,3 Avaal Technologies................ 12 RADIATORS International Trucks.............. 33 Stateside Transportation Atlantis Radiator Truck Auto Sheehan’s Truck Centre.......... 41 Consultants.. ..................... 32 Service.. ...........................26 Volvo Canada.. ...................... 23 Canadian Industrial & Truck XL Radiators.. ....................... 65 ENGINES Radiators...................... 10,63 Cummins Inc. ...................... 19 King Radiator.......................60 XL Radiators.. ....................... 65 TRUCK SALES (USED) EXHAUST Arrow Truck Sales.................26 A & A Exhaust....................7,39 SUBSCRIPTION TO TRUCK NEWS...58 Morgan’s Diesel Truck Parts.. ... 15 Anco Chemicals.................... 10 Sheehan’s Truck Centre.......... 41 Texis Truck Exhaust.............. 62 TANKER SALES (NEW & USED) The Truck Exhaust Place.. ....... 11 Dependable Tank.................. 14 TRUCK SERVICE & REPAIR Tankmart International.. .........36 Canadian Industrial & Truck FINANCING Radiators...................... 10,63 Accord Financial................... 37 TARPS Centerline Truck Lube.. ..........28 State Farm – Carolyn Maugeri...60 Verduyn Tarps...................... 13 Sheehan’s Truck Centre.......... 41 XL Radiators.. ....................... 65 State Farm – Rose Monachino...20 TIRES & TIRE SERVICE GOVERNMENT Goodyear.. ........................... 29 TRUCK SHOWS NRCan................................ 16 Yokohama.. .......................... 17 Expocam 2011...................... 67

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Kingpin Specialists..................... 59 LA Truck Lube.. ......................... 34 Laidlaw Carriers (Bulk/Dumps)...... 56 Laidlaw Carriers (Tanks).............. 51 Laidlaw Carriers (Vans).. .............. 44 Liquid Capital Midwest................ 67 Maitland Transportation............... 54 Manac.................................... 38 Manwin Enterprises.................... 25 Morgan’s Diesel Truck Parts.. .........15 Morrice Transportation................ 55 NAL Insurance............................ 8 National Truck League................. 57 Natural Resources Canada.. ...........16 Niagara Service & Supply............. 25 Nolan Transport.. ....................... 46 Ontario Drivers Medical............... 40 Owner Operator Award.............. 66 P&D Freightlines........................ 54 Prolam Floors........................... 71 Remex Express......................... 52 Scotlynn Commodities.. ............... 49 Setco..................................... 60 Sheehan’s Truck Centres.. .............41 Shell Canada Products Ltd.. .......... 27 SLH Transport.. ......................... 50 State Farm Insurance.. ............ 20,60 Stateside Transportation Consultants.. ......................... 32 T.D. Smith Transport................... 42 Tankmart International................ 36 Texis Truck Exhaust.................... 62 The Erb Group Of Companies.. ....... 46 The Rosedale Group.. .................. 53 The Truck Exhaust Place...............11 Thorsons................................. 54 Trafalgar Supply........................ 48 Trailers Canada......................... 70 TransCore/LinkLogistics................ 7 Transport Financial Services......... 60 Trimac.................................... 42 Trout River Industries.................. 64 Truck News/DriverLink.. ............ 65 Truck News – Subscription.. ....... 58 Truck News – TruckOps..............12 Two Shoes Specialized................ 48 Verduyn Tarps............................13 Villeneuve Tanks Lines.. ............... 50 Visual Planning ......................... 22 Volvo Canada............................ 23 White Oak Transport................... 48 Wilson Instruments.. ................... 25 Woodcock Brothers.................... 55 XL Radiators.. ........................... 65 Yanke Group Of Companies.. ......... 46 Yokohama Tire...........................17

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April 2011

TRUCK NEWS Page 65

profitability dashboard

New year starts out strong for Canadian spot market

TransCore Canadian Spot Market Freight Index 2007-2011

2007

2008

2009

2010

2011

Percent Change Y-O-Y

Jan

173

214

140

171

222

30%

Feb

174

217

117

182

Mar

228

264

131

249

Apr

212

296

142

261

May

280

316

164

283

Jun

288

307

185

294

Jul

219

264

156

238

Aug

235

219

160

240

Sep

206

203

180

234

Oct

238

186

168

211

Nov

227

143

157

215

Dec

214

139

168

225

TORONTO, Ont. – TransCore’s Canadian Freight Index recorded a 30% increase in spot market load levels in January compared to January 2010. January reached the highest-ever recorded load volumes for the month when compared to the past five years, maintaining the trend from last month. The month’s volumes were down barely more than a percentage point from December 2010. Equipment postings were at the lowest level for the month in more than five years, which raises concerns about a shortage of capacity should the economy heat up. This is a continuation of the growth trend in spot market freight shown in 2010. Last year, the Canadian Freight Index recorded an annual average of 233 points, exceeding the annual average volumes from each of the previous five years. Load volumes for 2010 delivered exceptional year-over-year increases and were 50% higher for seven consecutive months when compared to those posted during the

TransCore Canadian Spot Market Freight Index 2007-2011

Canadian ground rates continue to soften TORONTO, Ont. – The latest Canadian General Freight Index (CGFI) shows a continued softening in ground transportation rates. The index indicated the cost of ground transportation for Canadian shippers dropped for the third consecutive month in December, in contrast to fuel surcharges, which continue to rise. The CGFI Total Freight Cost Index dropped 1.6% in December compared to November while the Base Rate Index, which excludes fuel surcharges, declined 2.5%. The index remains 2.9% above its April low point and 1.5% higher than last year’s results for the same period. Fuel surcharges

reached 15.7% in December, up from a September low of 13%. “In December we continued to see the cooling off of the domestic truckload sector,” said Doug Payne, president and COO of Nulogx. “However this was offset somewhat by a sustained increase in fuel surcharges and a surprisingly strong domestic LTL result.” Alan Saipe, president of Supply Chain Surveys, added “While the price increases seen in the domestic truckload sector earlier in the year did not take, we are expecting that carriers will try again for rate increases in early 2011.” For more on the index, visit www.cgfi.ca.n

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US truck tonnage begins 2011 on high note ARLINGTON, Va. – Truck tonnage in the US jumped 3.8% in January, following a revised gain of 2.5% in December 2010. The seasonally adjusted index reached its highest level since January 2008 last month, according to the American Trucking Associations (ATA). Compared to January 2010, the ATA reported seasonally adjusted tonnage was up 8%, the largest year-over-year increase since April 2010. Tonnage closed out 2010 up 5.7% compared to 2009 for the full year. Bob Costello, chief economist with the ATA, said the January gains were impressive, especially in light of winter storms that hammered much of the country. “Many fleets told us that freight was solid in January, although operations were a challenge due to the winter storms that hit large parts of the country,” Costello said. He added that the latest tonnage numbers indicate that the economy is growing at a good clip early in 2011 and he expects a solid first half of the year. “At this point, the biggest threat is the recent run-up in oil prices, which could dampen consumer spending,” he said. n

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downturn of 2009. Capacity postings for 2010 were also down 13% from 2009. TransCore’s Loadlink freight matching database constitutes the largest Canadian network of carriers, owner/operators, freight brokers and intermediaries and has been available to Canadian subscribers since its inception in 1990. More than 13 million full loads, LTL (less-than-truckload) shipments and trucks are posted to the Loadlink network annually. As a result of this high volume, TransCore believes its Canadian Freight Index is representative of the ups and downs in spot market freight movement and provides a historical account of the domestic and crossborder spot market freight movement. On the accompanying chart, the first five columns in Table 1 include monthly index values for years 2007 through 2011. The last column indicates the percentage change from 2010 to 2011. For the purpose of establishing a baseline for the index, January 2002 (index value of 100) has been used. n

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April 2011

TRUCK NEWS Page 67

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Professional drivers deserve same respect as skilled tradesmen Dear Editor: I find myself reading and writing a fair bit these days about driver discontent with wages, working conditions, regulations and whatnot. I read every trucking magazine I can get my hands on every month, and for the first time ever I read an article that actually offended me. It appeared in Truck News (Driver shortage will be reflected in coming capacity crunch, February Truck News) and the article was written by OTA president David Bradley. In that article he gave some statistics on driver demographics and I don’t believe I have ever seen statistics presented in a more condescending way. He might as well have said that we should not expect to earn a decent living because of our educational background. I don’t question the validity of his statistics, nor do I believe his intent was to offend anyone, but he should choose his words more carefully. I found myself asking why it offended me? We drivers continue to be classified as unskilled workers, any other tradesman is considered skilled. Now ask yourself, how many 20-year veteran tradesmen have a complete grade 12 or higher education? I’ll bet the statistics do not look much different than the ones presented by Mr. Bradley and yet

they are considered skilled and worthy of higher wages. I contend that veteran drivers are indeed skilled, we are not monkeys holding steering wheels, tradesman need to calculate angles, we need to calculate routes. They have building schedules, we have delivery schedules. They have building codes, and we have FMCSA regulations. What they do not have to do is maneuver a 70-foot and 80,000lb vehicle down city streets that were built when goods were still moved by horse and buggy. They also do not have to drive these on open highways in six-lane traffic with thousands of other vehicles weaving in and out of traffic. I contend that veteran drivers are very skilled and worthy of that designation. Carriers, do your mechanics work 11-13 hours a

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day without an expectation of paid overtime? Drivers do in most cases. We are expected to log “onduty” when sitting in traffic while an accident is cleared, yet we are not paid. Pre-trip inspections and fuel stops are “on-duty” and are not paid. Pay by the mile is archaic and unfair. Drivers deserve a skilled designation and a pay structure based on time and not on miles. Now, to address new drivers coming into the industry: for them to earn a skilled designation, further steps should be taken to ensure they are properly trained before being let out on their own. I’ve said this before but we really need to consider an apprenticeship program for new drivers. In-school training followed by a carrier-sponsored mentorship. We have had a graduated licens-

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ing program for young drivers for many years and we should consider this for commercial drivers as well, it would ensure that new drivers are not cut loose too soon. We all want safer roads and better drivers, but regulation alone will not accomplish this. n Elliott Wilson Via e-mail

Have your say: Do you have a question, comment or complaint? We’d love to hear about it. Send your letters to the editor to: Truck News, 12 Concorde Place, Ste. 800, Toronto, Ont., M3C 4J2. Or you can e-mail them to jmenzies@trucknews.com. n

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Part 2

FICTION FICTION

Part 3

Mark Dalton: Owner/Operator

Licence An eye forrenewed an eye Mark Dalton: Owner/Operator By Edo van Belkom By Edo van Belkom

The story so far…

THE SO MarkSTORY is looking forFAR: a load. Bud has a Mark is heading to Vancouver when sweet one to California that won’t be he gets a call. One of Bud’s drivers was ready for a few days. In the meantime, attacked helping a older supposedly Bud asks while Mark to help an driver, stranded motorist on the highway to Charlie Knowles, get his licence rePrince the load, newed.George. Charlie’sMark a realtakes character and but drives to to Vancouver Mark agrees help out. first to drop off his load and visit the driver in the • hospital. Earl Purcell is beaten badly Markhishad agreed to story help gives prepare and account of the no Charliewhy Knowles the tests he reason three for menallwould attack needed complete in order to get his in such atovicious way. He’s vowed to commercial driver’s licence renewed, stop driving and Mark is saddened by but because what thatitmeant, Mark didn’t this was something the have man a clue. Other than a physical obviously enjoyed. Mark tells Earlevery he’ll fewwhat years, been on do heMark can tohadn’t see the mentested pay for his driving ability since he’d first retheir actions… ceived his licence and that had been • some 15 years ago. How could he preMark headed north to Prince George pare someone for something he didn’t as soon as his visit with Earl Purcell was know anything about? over. But despite the load being overSo he logged onto the Internet and due, he wasn’t in Ontario any particular hurry checked out the Ministry of to pick it up. Instead, he stopped at Transportation’s Web site, but was just unabout stop along way, able toevery find truck anything about the driver libuying coffees for the truckers stopped cence renewals for commercial drivers there, anyone else who thea 65 andorover. Although Markdrove wasn’t highway on a regular basis. computer genius, he’d used the Internet At one on the find northbound before andHusky could usually what he side of the highway, he spotted a school was looking for, so his results were bus parked in the lotaand pulled to puzzling. There was section for in drivuse facilities.their He didn’t reallyover have80, to ers the renewing licences andbut all kinds of helptowith exgo, the chance talkrenewing to the driver pired licences booking of the bus wouldand make the lostappointtime on ments newthan tests,worth but nothing about the stopformore his while. As what Mark to know. Mark he entered thewanted coffee shop, he scanned wondered he’d missed on the patrons ifscattered aboutsomething and figured the woman site, but with to the best of in histow abilities the a toddler was he couldn’t findthe anything more than likely driver of about the bus.the It MTO’s licensing policy regarding oldwas a job where women were allowed, commercial drivers. ifernot encouraged, to take their kids with Mark had hoped that the Web site them on their route, giving stay-at-home would help him understand the reasonmoms a job without having to put their ing behind the policy, but the fact that kids in daycare. he couldn’t find anything – even using “Hi there,” Mark said, approachthe site’s own search engine – made ing her table. him think that perhaps the program “Hello,” she or said, was too new, thesuspiciously. ministry wasn’t “Can I buy you very proud of it, or ait coffee?” was just another “I’ve already a man, mister,” tax-grab kind of got program like Drive she snapped. “And believe me, Clean. There had to be some realone’s reaplenty.” sons drivers were required to jump Markall smiled. could see she through sorts He of hoops just how because might get the wrong idea, so he did their most recent birthday was their his best to explain. if I gave 65th? Mark wanted to“Sorry know what they you thesowrong impression. Mythem name’s were, he decided to call up Mark and I’m a truck driver…” He took and ask. It took and a while before he“Did got cona breath started again. you nected to aEarl human being who could hear about Purcell?” answer his questions, but when the “Who?” right finally on the line “Awoman truck driver, hecame stopped to help she was both pleasant someone on the side ofand theprofessionroad and al. beaten up for his trouble.” was “How help you?” “Is thatcan hisI name?” Mark decided start slowly. “Yeah, “Yeah, he’s atofriend of mine and my dad is a truck driver and he’s I’m trying to find the guys who did64 it

right now, but his birthday’s coming up

to in him.” a month, and he’s scared to death of “Youhisand everybody elsegoing around losing licence. That isn’t to here.” Just then, her son finished his happen is it?” chocolate milk and his started whining “Not if he renews licence.” about going home. “In a minute sweet“This year?” ie, “And the man’s telling mommy every year after 65.” something.” “That doesn’t seem fair. He hasn’t noddedininyears…in the boy’s direction, hadMark a problem fact he’s neverlooked had anthe accident life.” then womanininhisthe eye. “That’s admirable sir, butevery research “You drive this highway day has shown that older are more and I’d appreciate it ifdrivers you called me to develop medical conditions iflikely you saw anything suspicious.” that“Like affect their ability to drive. After what?” 65,“Like drivers areon one-and-a-half a Buick the side of the times road more likely to have accident with its hood open,an one guy onthan the driverstwo between 45the and 64.” road, guys in car.” She her stuff, thatone wasside for sure. Her knew lips pulled up on in a And Mark could concede the fact that sneer. “You want me to get their names as drivers got older they had more for you too?” health issues. So an eye test and a “That’d be nice,” Mark said, withphysical were probably a good idea, out skipping a beat. “What I’m thinkbut that didn’t explain the rest of it. “So ing is, if these guys do it again they’ll why do they have to be road-tested probably do it around here because too?” they know this highway. So, if you see She paused, as if thinking. “The lithem, give me a call.” cence renewal process has been devel“Why I call and not the oped withshould the help andyou consultation of police?” the people in the industry to enhance It was a fairThat question, and re-assessshe might truck safety. includes not like his answer, but he decided ment of a person’s driving ability.” to tell Mark her thesighed, truth just the same. knowing he “Because probably the police willtojust them and wasn’t going getarrest anywhere with put this them in jail.” woman. “You know, a lot of drivers have to rent trucks and trailers to take “Isn’t that enough?” their tests, costing them money and a Normally it would be, Mark day off work just to keep their licence.” thought, but…“Not in this case.” He “That’s gave her aunfortunate.” card. “Call me.” “And if a driver hasnodded, been onand the She looked at him, road 40 years without a problem, why said, “Maybe, I will.” should he have to prove he can still “Thanks.” drive? That age and discriminaHe was seems about like to turn leave tion to me.” when she said, “I’ll have a large reguministry reviews the lar.“The My son couldregularly use another chocorenewal requirements. If you have conlate milk.” cerns – as you obviously do – then I Mark was confused a minute, then suggest writing to the Ontario remembered the offer he’d made to Transport Minister, or your member of break the ice. “Coming right up.” provincial parliament.” “Write a letter?”• Mark the yard in Prince “Yes,reached sir.” George by nightfall. There was a seMark hung up the phone. ‘So be it,’ curity guard waiting for him in the tinyit thought Mark. If there’s a test, then kiosk entrance to the yard. Mark was at histhejob to make sure Charlie got out of Mother Load, walked up to passed it. the kiosk and knocked on the door. The • door and Mark guard unlocked the stepped theparking guy picking Mark metinside. Charlie“I’m in the lot of up Earl yard Purcell’s load.” a truck out by the airport. Charlie was“What sittingtook in hisyou pick-up at the farwere end so long? You of the yardtoand whenhours Markago.” pulled in, supposed be here he “I wasted no time getting out of his was visiting Earl.” truck andthat, hopping Mother With all theinto anger was Load. gone He scaled the face. cab “How so easily and from the guard’s is he?” slipped in the open passenger side “Pretty beaten up. He’ll be in the hosdoorfor soaeffortlessly, would have pital few weeks,Mark but he’ll recover.” never have guessed the man was “That’s good news. I’m looking for-a

senior citizen. “You Mark Dalton?” Charlie asked ward seeing himaccent. again.” in his to thick Scottish Mark shook his head. “I don’t think “You don’t remember me?” he’llCharlie be driving anymore.” looked at him strangely. The security guard looked down at “Should I?” theMark dirty concrete floor. “That’s bad. smiled and related thetoo story of He was a good driver, good guy the early days of his truck drivingtoo. caYou that expression, ‘It divorced couldn’t reer know when he’d been recently have happened to a nicerappearance guy?’” and he’d let his personal nodded. getMark out of hand. He’d looked like a “Well him, in called a weird reverse bum, but that’s Charlie had him a loser. “Do you remember that?” sort of way.” Charlie’s “I get whateyes you’renarrowed saying.” as he looked Mark over. “Aye, I remember. “Who would do something like that, You why?” were a loser then. You still could and be.“Who I don’t knows?” know thatMark much said. about “Peoyou.” Mark had considered thanking ple do most criminal activity for onethe of manreasons, for shaking him or upsex. enough to get two money But there’s his telling life back on track, butperson it didn’tmight seem no what a crazy the right time for it now. do, or someone who’s off their medi“How much yousome gonna charge cation. Then again, people are me?” just bad.” “What?” Mark said. He hadn’t “Well I hope they find the guys who thought to charge anything. As far as did it.” he knew he was doing Bud a favour. “Yeah, me too.” “Did Bud tell you you’d have to pay?” • called around to “He didn’t, but I’ve Mark was just over hour charge out of the schools and somean of them Prince George, heading south toward $3,000... and that’s just for a refresher Vancouver, when he came upon a course.” sight he’d hoped he wouldn’t see for “That’s a lot of money.” a while. There, caught in the light from “You bet it’s a lot of money, especialhis headlamps, in the middle of a long ly when I’ve been driving truck twice dark stretch of desolate highway, was as long as the snot-nosed boy who’ll abecar pulled me overhas onto theon side the teaching been theofplanroad. et.” The hood was up and a woman Mark was aware of the insult, but he was standing next to car waving couldn’t her arms.help but smile. Charlie was such a character. “Damn!” MarkWho said.else could insult someone wasoff doing something He tookwho his foot the accelerator nice forhimself them?time “Budtoasked to give think. me to do this.“What I wasn’t going to charge you anyshould I do?” he said aloud. thing.” Mark didn’t want to stop. For one What passed for ainsmile appeared of the very few times his life, he was

Illustration by Glenn McEvoy

on Charlie’s face. “Then the price is right,” he said, continuing to stare at afraid of what narrowed might happen him. Mark through eyes.to“And Sure, there was a woman in distress, what about using your truck for the but if there were men thethat, car...I test?what You’ll be charging meinfor or hiding in the ditch beside the road? suppose?” What if he Mark stopped to help the woman, Again, hadn’t thought about only to be beaten to within an inch of what truck Charlie would use. his life, his rig stolen, his load hijacked? Obviously the man had no truck of his It could happen. had happened! own and would haveIt to rent one to do taking aa risk. theHe’d test.be Renting truckAnd wasfor a what? costly A thank-you especially from a pretty ladyit and a endeavour, when would be for fuzzy just a few hours. “I guess warm feeling inside overI acould job let you use my truck.” well done? Sure, it was the right thing “Forbut free?” to do, considering all that could Mark didn’t likeworth the word free.over He happen, it wasn’t pulling was offering doing a assistance. favour for Easier, Bud and and notthat to implied that Bud would return the mention safer, just to keep on going favour some day. Butbusiness. as far asAfter Charlie and mind your own all, was concerned, the use of truck someone else would stop to helpwould soonindeed be wouldn’t free. “Yes,” he said at last. er or later, they? “Free.” As Mark passed the woman, still Charlie nodded. “Good. But you betfrantically waving her arms, he saw the ter get a trailer. I can’t exactly drop a look of despair on her face and knew trailer on the day of the test if there isn’t that she was in trouble. Or at least, he one attached to the truck now, can I?” was pretty sure she was. Finally, with Speaking of tests, Mark had been ainteracting sigh, Mark hit the brakes. with Charlie for all of five “I hope I don’t regret this,” minutes and he felt like he washe thesaid, one engaging the parking brake and who was being tested – most of all exhis iting the comfort a warm Mother patience. “I’ll makeofsure,” he sighed at Load last. for the uncertainty of a cold, dark B.C. night.then! n Let’s get started.” ■ “Right –– Mark Dalton returnsreturns next month in Mark Dalton next the conclusion of An Eye for an Eye. month in Part 3 of Licence Renewed.

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Page 70 TRUCK NEWS

TSQ BOWMANVILLE, Ont. – Ontario’s Long Combination Vehicle (LCV) program has gotten even longer, with the provincial government doubling the number of carriers that can participate. Starting in March, the program expansion has seen as many as 160 LCVs from 80 carriers gracing the province’s highways. Each carrier is still limited to just two permits, which has caused some grumbling among fleets who helped pioneer the program, but will there be any grumbling from other drivers when more Twin-53s hit the road? Truck News went to the Fifth Wheel Truck Stop in Bowmanville, Ont. to find out what drivers think about the program and its continued expansion. • Mike Brosseau, a driver with Kemira Water Solutions out of Verdan, Que., says the LCV program is a good idea since there aren’t enough new drivers taking the place of re-

Truck Stop Question

April 2011

How do you feel about the expansion of Ontario’s LCV program?

adam ledlow

the 35-year veteran. However, Brosseau notes, if the program is going to take off, carriers have to be willing to pay a higher rate for LCV operators. “The pay is not good for (the L C V prog ra m i n Quebec) . Around the Montreal area, they pay 35-40 cents for one (53-ft. trailer) and they give you three cents more per mile for the second one. I am not interested to work for an extra three cents to pull another one at 90 km/h; it’s too slow,” says Brosseau, who has a licence to operate LCVs, though he hasn’t used it. •

Mike Brosseau

tiring drivers. “We don’t have any drivers from the new generatio; we don’t have any drivers left. It will be my turn soon to take my retirement, so maybe another two years on the road and then maybe I’ll quit,” says

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2012 STOUGHTON AVW 53' x 102" HI-CUBE TANDEM VANS Air Ride, Logistic posts, Aluminum roofs, Dymondply III plastic lining, and all LED lights.

with many options available including Super Single Tires with Aluminum Wheels and Aerodynamic Side Skirts. Match up your trailers perfectly with a Stoughton built T/A dolly. Call for details.

Ontario has dropped the ‘pilot’ status of its LCV

Did program and doubled the number of permits You issued. 80 carriers will operate 160 LCVs with Know two permits each. Great safety stats with 21,000 LCV trips so far covering 6.6 million kms. with no accidents or significant violations.

NEW WILSON FLATS IN STOCK! 2011 WILSON 53' x 102" TRIDEM CFD900 COMBO DROP DECKS Aluminum Wheels, Michelins, Tool Box, sliding winches, coil package and all LED lighting.

FOR SPRING DELIVERY

(4) 2012 Wilson CF965 53 x 102 Tandem Combo Flats 10'1" spread and (2) 2012 Wilson CFD900 48 x 102 Tandem Drop Combo Flats, 10' 1" spread.

1-800-799-4425 or (519) 648-2273 KITCHENER

Box 188, 5185 Fountain St. N., Breslau, ON N0B 1M0 Fax: (519) 648-3631 Email: sales@trailerscanada.com Conny Weyers - Cell: (519) 654-7984 Donald Miller - Cell: (519) 242-5537 Bruce McKie - Cell: (519) 575-0545 (Head Office)

100’s of Used Trailers Available!

Will Johnston, a driver with Laidlaw Carriers out of Woodstock, Ont., says he’s had no problem sharing the road with Twin-53s since the program started, but would like to see a couple changes made. “They have pretty tight regulations on horsepower and safety, so they are not blowing up hills or nothing there,” he says. “As far as expanding it, I wish they would put tighter regulations on and make sure that senior drivers are behind the wheel and not new drivers.” In terms of a threat to job security, Johnston calls the LCV program a “fad,” noting that with the “cutthroat” competition present in dry van these days, “it’s just another thing, really.” • Neil Candler, a driver with Electro out of Trenton, Ont., says the LCV program is “killing the industry” by “taking a man’s work away.” “You are taking what could be two loads of freight out of Toronto to Montreal down to one guy. Like it’s not hard enough to make a living out here,” he told Truck News. “You don’t see a lot of these smaller carriers doing it; it’s all the big corporations doing it, and they will continue to do it. They are in competition with the rails, so they are going to have to do that. I do not agree with it.” •

2012 STOUGHTON 53' x 102" Z PLATE VANS with Logistic slots, aluminum roofs, air ride (Hendrickson HKANT 40 and Holland CB4000) and all LED lights.

• DRY VANS • CONTAINER BOXES & CHASSIS

Will Johnston

QUEBEC PARTS

Claus Kruse - (514) 943-1880 claus@trailconsales.com Gerard Bourret – (514) 949-0880 info@gestionmatr.com

1-800-799-4425

Chris Pachereva or Rob Weyers Cell: (519) 240-1615

Philip Goinz

Philip Goinz, a driver with Averitt Express out of Louisville, Ky., makes a dedicated run to Ontario once a week and has seen several LCV configurations during his time in the province. He says that finding adequate parking is a big enough issue when hauling one trailer and that doubling up only exacerbates the problem. “When they get somewhere, they have nowhere to park because they are too long; there are no parking places in the new service plazas that they built,” he says, noting that LCVs can also cause traffic snarls because they take so long for a typical tractor-trailer to pass. “If you double the number that are on the roads, you are going to double the problems, that is the way I look at it.” – Have an idea in mind for a future Truck Stop Question topic? Send a message via Twitter to @adamledlow or e-mail adam@ transportationmedia.ca.

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when you want to maximize your operation’s performance, let what we make, make you.

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