December 2016 Volume 36, Issue 12
TRUCK NEWS Reason for optimism
Protect your CVOR Transport lawyer Heather Devine advises when and how to go about protecting your CVOR.
Delivering daily news at trucknews.com
Driving the LT We spent some time behind the wheel of the new International LT. Find out why drivers will like it.
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Shippers and carriers discuss key issues during the Surface Transportation Summit.
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Hashing it out
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Canada’s Trucking Newspaper Since 1981
Paccar’s play Paccar looks to up its vertical integration efforts with the introduction of its first North American axle. a e
Photo by Carroll McCormick
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Why truckers should return to the driver’s seat when it comes to rates By James Menzies TORONTO, ONTARIO Economic growth will accelerate and impending regulations should give carriers the ability to increase rates next year, according to speakers at the Surface Transportation Summit on Oct. 13. Carlos Gomes, senior economist with Scotiabank, predicted global economic activity will strengthen in 2017, as will GDP growth here in Canada. “Canada and the US will see increased growth in 2017,” Gomes said. “It will be a little bit stronger than what we’ve seen.” He added emerging markets, including hard hit Brazil, should also fare better next year. Gomes said consumer spending is helping to offset a dearth of business investment. However, with an inventory cycle showing signs of recovery and oil prices returning to levels where investment is viable, Gomes said the overall economy and business investment should get a lift. “As we move into 2017 we will start to see business investment in the oil patch begin to improve modestly,” he said. In the US, Gomes said the jobs picContinued on page 9
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Pack mentality
Platooning trials in Blainville, Que.
Canada’s first truck platooning trials yield fuel savings, demonstrate future viability By Carroll McCormick BLAINVILLE, QUEBEC
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ut of a light rain, three rigs in close formation hit the first banked curve at the Transport Canada test track in Blainville, Que., on Oct. 21. They barely disturb the air as they slip by, one, two, three, separated by a radar-measured, computer-controlled 59 feet, traveling 55 mph. We’re witnessing the tail end of fuel consumption trials of what many people have been working to make part of the future of long-distance trucking: groups of two, three, maybe four trucks connected by systems that synchronize and control their spacing, speed, braking and maybe even steering – all depending. The short term for this driving in tight formation is called platooning. It capitalizes on the reduced aerodynamic drag that comes with traveling in close formation – like Olympic cyclists and Indy 500 cars – thus, saving fuel. Even as the October trials were winding up, the National Research Council Canada (NRC) was able to report that the three test trucks achieved a combined fuel savings of about 6% for rigs with no aerodynamic devices attached, and 7% when equipped with trailer tails and side skirts. When a truck closes in on another truck, it enters the wake of the truck ahead of it. Because the air in the wake is moving slower, it causes less drag for the following truck, thus reducing fuel burn. As well, the following truck is
pushing air ahead of it, which, at a close enough distance, pushes on the lead truck, reducing its fuel burn too. This is the idea. But there are aerodynamics-related questions that need answering. Is there an optimal intertruck distance for reducing drag? Which of the trucks in a platoon gets the greatest fuel savings? Do trailers fitted with aerodynamic devices like trailer tails and side skirts get higher fuel savings than those that are not? The October trials were designed to shed light on these questions. The credit roll for the 20-day Blainville test program is long: The specially outfitted Volvo tractors came all the way from Berkeley, courtesy of the California PATH Program (Partners for Advanced Transportation Technology). Created in 1986, PATH researchers have logged more than 600 person years of work to date studying driving automation systems. Transport Canada was the project lead, handling tasks such as track access at its Motor Vehicle Test and Research Centre (MVTC) in Blainville, logistics, shipping, temporary importation of the tractors and funding. NRC was in charge of the experimental design and data analysis. FPInnovations’ PIT Group lent its expertise in running the track trials, providing equipment, personnel, track logistics and more. One of Quebec’s government-run truck training schools, Continued on page 16