Truck News November 2016

November 2016 Volume 36, Issue 11

TRUCK NEWS Hometown pride wins the day

Super savings Volvo shows off its SuperTruck, which improved freight efficiency by nearly twice the target of 50%.

Delivering daily news at trucknews.com

A new International International recently unveiled its LT series, which the company says significantly improves fuel economy.

Page 25

A leading economist says fear factor and uncertainty are curtailing economic and freight growth.

Page 21

Fear factor

Page 19

Page 7

Canada’s Trucking Newspaper Since 1981

Golden anniversary Consolidated Fastfrate turns 50 and reinvents itself to become a supply chain powerhouse. e

Photo by James Vaughan

RE T ADVERTAIL ISING PAGES 3

9 -4 5

Team Ontario puts in strong showing at national championships By Sonia Straface BRANTFORD, ONTARIO It was Ontario’s turn to host the National Professional Truck Driving Championships (NPTDC) this year and competitors from the province brought their A-game. The NPTDC was held at Brantford’s Municipal Airport Sept. 16-17, and drivers from Team Ontario not only took home the Team Award, but competitors placed in all but one category. The grand champion was also from Ontario. Like the other championships, competitors had to compete and place regionally and provincially to make it to the national level. On Sept. 16, all 29 competing drivers wrote a 50-question exam about trucking safety and knowledge and then completed a pre-trip inspection of a tractor-trailer, during which they had to identify five defects in eight minutes while an MTO enforcement officer looked over their shoulder. For many, the most nerve-racking part of the competition took place on Saturday, Sept. 17 – the driving course – Continued on page 31

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The Convoy for Hope

It’s convoy season

Atlantic Canada convoys attract celebrity truckers, raise record funds for Special Olympics DARTMOUTH, NOVA SCOTIA

I

t was a record-breaking convoy season for both major convoys in Atlantic Canada this year. In Nova Scotia, the World’s Largest Truck Convoy in support of Special Olympics hit a record 200 trucks participating in the convoy, which proceeded through Dartmouth, Cole Harbour and the Eastern Passage on Sept. 24. The event raised more than $114,000 – way up from last year’s funds raised. “We were beyond excited about that,” said Anne-Marie Shannon, director of events and communications for Special Olympics Nova Scotia. “And I think that’s pretty much our maximum since we were bursting at the seams in the convoy. But it’s been our largest convoy since we started five years ago…our first convoy we had 52 trucks and to hit 200 is amazing.” What made the event even more special was that it was the convoy’s fifth anniversary, and going from 175 trucks and $75,000 to 200 trucks raising more than $114,000 in just one year’s time. “It amazes me so much each year,” Shannon said. This convoy gets a lot of attention from trucking celebrities of all kinds, and this year, the convoy wanted to treat attendees with Darrell Ward of Ice Road Truckers. Unfortunately, Ward passed away suddenly on Aug. 28, so the organizers of the convoy decided to make the event a sort of memorial for Ward. “We had a couple of stops along the convoy and branded it the Darrell Ward Tribute Tour and we invited folks to

come out and pay their respects to his son Reno,” she said. Reno Ward joined the convoy along with Shipping Wars’ Todd and Tamera Sturgis and Marc Springer. Overall, Shannon said that the day was an exceptional event that will help numerous special athletes. “So it was an emotional day, but at the same time it was an exciting day because we honored (Ward’s) memory and we did something that was important to him which was to raise money for Special Olympics Nova Scotia,” she said. “In the end, I don’t think we could have asked for a better turnout when you have to turn something tragic into something good.” In New Brunswick, the Convoy for Hope – Atlantic also hit some major milestones. Last year, the convoy had 23 trucks registered, and this year, the sixth year of the convoy, it saw 73 trucks participate. The convoy, that took place on Aug. 20, raised just about $40,000 for breast, colon, lung and prostate cancer education, prevention, research and treatment in the Atlantic chapter. The convoy also saw three fire trucks, one ambulance, three RCMP units and 18 CAV motorcycle units participate as well. The convoy’s co-organizer, Jo-Anne Phillips said that the convoy bolstered its participants this year by advertising that 90% of the funds raised for the convoy go right to the cause. “I think that helped us gained a lot of momentum,” she said. “Especially when you see a lot of other fundraisers Continued on page 47

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TRUCK NEWS INSIDE THIS ISSUE

54

The Last Word Cavalier Transport successfully manages a generational transition.

50

5 Editorial

34 Mike Millian - Industry

Are open door policies overrated? And how to help ensure the success of millenials in your organization.

Truckers without borders

TRUCK NEWS

51 New Products 52 Newland Transport 53 Announcements

36 Al Goodhall - Opinion Autonomous trucks have the potential to eliminate a lot of driving jobs. Do you have a contingency plan?

18-23 Equipment

International has a new Class 8 truck that boosts fuel economy by about 7% and Mercedes offers a glimpse into the future of last mile delivery.

37 Ask the Expert - Safety Don’t make assumptions when driving; always expect the unexpected.

25-29 Fleet News Consolidated Fastfrate has turned 50 and is shifting its business strategy to become a full supply chain provider.

38 Lighting

Consolidated Fastfrate turned 50. See page 25 for more on its coastto-coast celebrations.

LED lighting is becoming more common, whether it be inside the cab or to provide forward illumination. We take a look at why LED lighting is gaining such popularity.

32 Karen Bowen - Health

Mark Dalton in...

49 Ad Index

Does the rumor mill prevent drivers from finding good jobs? Bill Cameron shares some anecdotes that suggest that’s often the case.

A leading US economist says the fear factor and reluctance to invest are keeping economic growth from driving stronger freight volumes.

33 Scott Taylor - Tax Talk

39-45 Marketplace

35 Bill Cameron - Opinion

7-17 Business

Our resident health expert has some advice on how to reduce the long-term effects of full body vibrations.

In every issue

September events showcase the best the trucking industry has to offer, from convoys to championships.

48-49 Mail Why do fleets struggle to find qualified drivers? It’s all about respect, one reader writes. And another offers a take on electronic logging devices and a potential mandate.

The book-smart owneroperator approaches taxes as a year-round endeavor. Here are some tips to maximizing what you get to keep.

DriverCheck celebrated 25 years in business this summer. See page 15 for details on how it marked the special occasion.

November 2016 Volume 36, Issue 11

On the Road

ISSN 0712-2683 (Print) ISSN 1923-3523 (Online) Truck News is published monthly by

Newcom Business Media Inc.

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2016-10-11 1:04 PM

4

INSIDE THE NUMBERS

In Demand OUR INDUSTRY MAKES UP 5% OF TOTAL EMPLOYMENT IN CANADA

A

lmost one million people are employed by the Canadian transportation and warehousing industry, according to government data gathered

90%

by Canada Cartage for an infographic, part of which is reproduced here. Truck drivers on their own make up 1.5% of the Canadian labour force.

of consumer and food products are transported by truck.

1.5%

=

100k People

of the Canadian labour force are employed as truck drivers.

896,000 PEOPLE worked in the Canadian transportation and warehousing industry in 2014.

5%

of total employment

1.6% from 2013

24 305 Class 8 trucks were bought in Canada in 2015

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TRUCK NEWS

EDITORIAL

Editorial Comment JAMES MENZIES

How many times have you heard a fleet manager or trucking company representative boast about the company’s open door policy? It may come as a surprise that most drivers don’t care about open door policies. That’s a conclusion that can be drawn from the Best Fleets to Drive For program and more than 5,000 driver surveys conducted each year. Speaking at a recent Full Circle Customer Appreciation event hosted by Northbridge Insurance, Best Fleets coordinator Jane Jazrawy revealed only 1% of the 5,300 drivers surveyed this year alone cited an open door policy as one of the things they liked best about the company they worked for. And only two drivers mentioned it as something that needed to be improved. “Carriers talk about it, drivers don’t talk about it,” Jazrawy said of open door policies. But that’s not to say communication isn’t important to drivers. Quite the opposite. Surveyed drivers often indicated communication needs

The view with Lou LOU SMYRLIS

Over the next couple of decades our industry will face a deeply transformative changing of the guard. As baby boomers and then Gen Xers – the people who shaped the current face of commercial transportation – retire, the reins of power will be handed to the millennials. Will the millennials be up to the task? The talk amongst many of my generation is that millennials will not. Many of my generation may not say it out loud but privately they believe millennials are too spoiled, too immature for their age and too unwilling to put in the long hours of hard work necessary for success. Personally, I find such comments rather funny, considering they have been said of every new generation going back more than 2,000 years. The same was said of the baby boomers when

5

November 2016

Are open door policies overrated? to be improved. Just don’t call it an open door policy. Open door policies, Jazrawy noted, place the onus on the driver to raise concerns with management – something that can be difficult to do when living an over-theroad lifestyle. The door may always be open but that does a professional driver little good if he or she is never there to walk through it. Fleets that boasted the happiest drivers took steps to actively solicit feedback and opinions and didn’t leave it up to the driver to bring those issues forward through an open door policy. This can be done a number of ways. Jazrawy listed town hall meetings, conference calls and regular driver surveys as a few methods successful fleets are using to solicit driver feedback. The most satisfied drivers work for companies that are accessible and those that follow up on promises, take action on concerns and keep drivers informed – not those that simply have an open door policy.

Communication is more than an open door policy. It affects all other aspects of the job that can contribute to a driver’s satisfaction. Take pay, for example. That’s another issue that was often referenced through the Best Fleets driver surveys. Drivers want better transparency when it comes to how they’re paid, especially for things such as detention time. They also want more predictable pay and those who work for a carrier that offers some form of guaranteed pay tend to be happier. “Really, what it comes down to, if you can figure out pay – not just how much they’re making but the quality of how they get paid – that is a really big factor, and communication. Communication where, do you have a way

Mentoring key to changing of the guard they first entered the workplace with long hair and the perceived looser work ethic of the “hippie generation.” Based on my own experience in hiring and working with millennials, I believe they bring incredibly valuable talents to the workplace. But I also believe the baby boomer and Gen-Xer generations in our industry have an obligation to help millennials harness and develop these talents and prepare them for leadership positions. And I believe we have a great opportunity to do so through mentoring because millennials have shown they are considerably more interested in working with mentors than previous generations. Just as baby boomers and Gen-Xers we grew up cherishing the independence of finding out answers on our own, millennials have grown up

in a world where social media makes it second nature to seek advice. Got a question? Post it on your Facebook page or LinkedIn and very quickly the advice rolls in. So millennials have already bought into the notion that they should be seeking the advice of more experienced co-workers. But mentoring has to happen in a way that fits the unique needs of millennials. As Monica Higgins, a professor at Harvard’s Graduate School of Education, counsels, millennials don’t want to turn to a single person within their company for career support. They instead prefer to seek short-term, informal relationships with several mentors. So a mandatory corporate mentorship may feel forced and unauthentic. Mentoring should also not be a one-

of getting feedback from drivers without drivers having to come to you?” Jazrawy explained.

James Menzies can be reached by phone at (416) 510-6896 or by e-mail at james@newcom.ca You can also follow him on Twitter at Twitter.com/JamesMenzies.

way conversation. We were raised in a culture where children were to be seen and not heard. But we ended up teaching our children – today’s millennials – that their ideas are important, that what they have to say has value. So they expect to be heard, even if they lack experience, and if you don’t listen you won’t have their respect. That’s why reverse mentoring, where millennials are engaged in mentoring more senior staff in areas they are more adept, such as technology, makes sense. I am seeing this unfold within my own company where one of our younger employees is helping train older and more senior employees with our new CRM installation. Baby boomer and Generation X managers have a pivotal role to play in preparing millennials for the changing of the guard. But don’t be surprised if we end up learning a thing or two from the people we take under our wing.

Lou Smyrlis can be reached by phone at (416) 510-6881 or by e-mail at lou@newcom.ca You can also follow him on Twitter at Twitter.com/LouSmyrlis.

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TRUCK November 2016 NEWS

BUSINESS

Fear factor, unwillingness to invest curtailing economic growth By James Menzies LAS VEGAS, NEVADA The US and global economies are as weak this year as they’ve been since the Great Recession and there’s little indication growth will accelerate anytime soon. And trucking continues to be dogged by excess capacity. Those were a couple of takeaways from the American Trucking Associations’ (ATA) Management Conference & Exhibition’s always popular economic outlook session. “Everyone keeps waiting for a big rebound,” said Diane Swonk, founder and CEO of DS Economics. “We’ve got an economy that is growing at a subpar pace. This year could likely be close to the weakest year since the Great Recession.” GDP growth is on pace to come in at about 1.6-1.7%, Swonk indicated. She cited consumer spending – growing at about 2-2.5% – as the lone bright light. “We’re not running on all cylinders,” Swonk said of the US economy, noting a dearth of investment and a lack of fiscal policy to support infrastructure development. “The economy has legs but it needs help,” she said. Consumer spending continues to fuel the US economy and consumers have reined in their debt to 2003 levels. Lower energy prices are helping to drive this, Swonk said. Retail sales this year are about 2% higher than a year ago and that’s in part due to lower gas prices. Swonk also said cheap

gas boosts the economy by reducing commuting costs and allowing people to accept jobs that are further from home. Looking specifically at trucking, ATA chief economist Bob Costello said excess capacity continues to weigh on the trucking industry’s productivity and earnings. “It’s actually a pretty simple story,” he said. “Freight has slowed down and we kept adding some capacity.” Trucking volumes are mostly flat and traditional seasonal patterns are not holding, Costello explained. Spot market loads are down about 12.3% this year. “The good news is, I think the spot market has turned the corner,” Costello said, noting spot market freight volumes are now at their highest point since May 2015. Dry van loads are up 1.2% this year, flatbed loads are up 6.6%, refrigerated loads are up 0.7% and tanker loads are up 0.3%. LTL tonnage, however, is down 0.5% due to a manufacturing slowdown. Manufacturing, said Swonk, was hit by a “perfect storm” of negatives, including low oil prices, which affected the steel industry, and the strength of the US dollar, which damaged the US manufacturing segment’s competitiveness. This slowdown has been offset by a strong auto industry but that has peaked, she said. Because of this uncertain economic picture, Swonk said many businesses are unwilling to invest and are instead focusing on share buybacks and paying dividends.

“We’ve seen, in this environment, an unwillingness to invest in the future,” she said. Costello showed slides that indicate trucking capacity has exceeded freight growth. There were 252,900 Class 8 trucks sold into the US market last year. The truckload sector had 3% more tractors on the road last year than in 2014. “There’s just too much supply out there,” he said. Revenue per tractor is down about 3.3% year to date, Costello added. Swonk said she is “somewhat bullish” on the energy sector making a recovery, though she is not projecting oil to sail back to $100 a barrel any

time soon. “I think it’s going to stay in the $40$50 per barrel range for the next couple of years,” she said. But she also noted the oil industry has reduced its overhead to the point where investment is picking up, even at current prices. “We are moving in the right direction,” she said, adding investment will start picking up in mid to late 2017. Housing should continue to be strong in the US, as demand is outpacing supply, Swonk noted. She said first-time buyers are returning to the market and there is a lack of affordable housing available.

ELD mandate industry’s top concern LAS VEGAS, NEVADA The impending electronic logging device (ELD) mandate is the trucking industry’s top concern, according to an annual survey by the American Transportation Research Institute (ATRI). More than 65% of respondents cited the ELD mandate, and the impact it will have on the industry’s productivity, as their top concern. More than 3,200 motor carriers and commercial drivers were included in the survey. Hours-of-service had been the top concern for three consecutive years, but this year dropped to the number two slot. Rounding out the top three was the cumulative economic impacts of trucking regulations, a new addition to the list. The lack of truck parking was fourth. “The results of ATRI’s survey reflect what I’ve heard from carriers and drivers as I’ve traveled the country this year on behalf of ATA,” said ATA chairman Pat Thomas, senior vice-president for state government affairs at UPS. “The ever-increasing regulatory burdens placed on the industry, coupled with the sluggish economy, are creating challenges for trucking as we work hard to keep America moving forward.” The report is available from www.atri-online.org.

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9

TRUCK November 2016 NEWS

BUSINESS

Daimler boss says electrification of New ATA president puts urban delivery trucks is coming trucking’s enemies on notice HANOVER, GERMANY

By James Menzies LAS VEGAS, NEVADA In his first American Trucking Associations (ATA) Management Conference & Exhibition speech as president and CEO of the organization, Chris Spear put the trucking industry’s enemies – including some lawmakers – on notice. “Trucking is already one of the most regulated and taxed industries in America,” Spear said. “In the eyes of some elected officials, we look like a money-filled piñata. I’m here to tell you that those days, those impressions of our industry – are over…If you want to throw the first proverbial punch, you’d better knock us down. Because you will feel the one we throw back. ATA will fight your one-line sound bites and baseless rhetoric and we will publicly call out the hidden agendas of other industry groups.” Spear said ATA will fight to reduce the industry’s taxation. “Shaving just five points off our corporate tax rate would allow you to make critical investments in your businesses and your employees,” he told the packed crowd. “That’s money you could use to purchase new, more efficient equipment with safer technologies, increase driver pay and provide additional training to your employees.” With a new US president set to take

the helm within the next few months, Spear also voiced concern about discussions around reworking the North American Free Trade Agreement. “Any attempt to re-open or threaten this longstanding agreement could have dire repercussions on our industry,” Spear said, noting trucks carry 70% of surface freight between Canada, the US and Mexico. “America relies on free trade and trucking is key.” Spear also said the trucking industry must be involved in shaping autonomous trucking regulations. “Autonomous vehicle technology is real, folks, and it’s here whether we like it or not,” he said. “If properly developed, it has the potential to dramatically improve safety and reduce congestion…The playbook for how autonomous technology will be regulated is currently being written by auto OEMs and their federal and state regulators. The trucking industry cannot afford to concede an entire regulatory framework to another mode of transportation.” Spear called on the trucking industry to remain unified as key issues are addressed. Two of these include securing a permanent hours-of-service fix and pre-empting states from “adding new layers of meal and rest break requirements on carriers operating across state lines.” “The state of our industry cannot be driven by Washington,” Spear said. “We simply cannot allow that to happen.”

THIS MONTH’S CROSSWORD PUZZLE

will allow the company to maintain its leadership in North America, Bernhard contended. “The new Cascadia will set a new benchmark in the industry,” he predicted. Bernhard also spoke of the importance of connectivity. “We will be equipping almost 100% of our vehicles with our truck data center,” he said. “It enables us to connect the truck to the Internet and transmit all the data that might be of interest for all interested parties, in real-time. It gives us completely new insights with respect to fuel efficiency on the fleet level but also, all kinds of events that influence fuel efficiency.” Bernhard also showed some renewed enthusiasm for electrification, admitting he previously took a more skeptical view of the technology. “Battery technology has changed more drastically than we ever could have hoped for,” he said. “With changes in batteries and cell technology, there comes a point where suddenly the performance of those cells goes up.” Bernhard said battery performance has improved 2.5-fold while cost has come down by about the same margin. “Now we are meeting a tipping point,” he said, predicting electrically driven vehicles will become viable by the end of this decade for commercial trucks in urban environments. “It is a question of time until most of our city traffic will be electrical,” he said. “It’s coming.”

The North American truck market is down 10% this year, with Daimler predicting total demand for Class 8 trucks will come in at about 145,000 units. Classes 6-8 orders will tally about 221,000 units, down from 245,000 last year, according to Dr. Wolfgang Bernhard, who addressed the North American trucking press during a media roundtable at the IAA Commercial Vehicles Show in late September. Challenges for truck manufacturers such as Daimler extend beyond North American boundaries as well. Brazil, for example, is down 32% this year. “In Brazil, an already bad situation got worse,” Bernhard said. “The economy has come to a complete standstill.” Other global markets, however, are proving to be more resilient. Demand in Europe is up 17% this year, Japan is up 2% and India 19%. Bernhard said it’s difficult to pinpoint why the North American market has dropped off so suddenly. “Freight rates are okay, utilization is okay, it’s hard to see what happened,” he said. “Customers are still very much interested. It’s not that we don’t have traffic and customers coming to us. There is just a little hesitation and that could dissolve after the election or when the mood gets more positive.” Meanwhile, Bernhard said Daimler is focusing on three key areas: technological leadership, global market presence and intelligent platforms. The new Cascadia, with an 8% fuel economy improvement over the existing Cascadia,

– James Menzies

TN-161 November © 2016 M. Jackson

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BUSINESS

TRUCK NEWS

November 2016

11

Chats about truck industry’s future preceded VW, Navistar pact By James Menzies HANOVER, GERMANY Discussions between Navistar and Volkswagen, which recently led to the formation of a strategic alliance between the two truck makers, began in March and initially focused on the future of the trucking industry as a whole. That, according to Navistar CEO Troy Clarke and Volkswagen Truck & Bus boss Andreas Renschler, who met with the North American truck press at the IAA Commercial Vehicles Show. “We started to talk about our visions of the future of the truck industry and that led to a series of opportunities to sit down and continue this dialogue about what the future of the industry looked like,” Clarke recalled of those early meetings. “At some point in time, we said why not see if there is something we can do together?” The deal, which saw Volkswagen take a 16.6% stake in Navistar, will also see it bring its integrated powertrain to International trucks. The two companies will also source parts together on a global scale to drive out costs and will collaborate on the development of new technologies. “We are looking forward to a really successful alliance and I think we have a very, very good chance,” Renschler said. Volkswagen becomes one of Navistar’s largest shareholders as a result of the deal and will have two seats on the Navistar board. Clarke said “tremendous change” is coming to the truck industry over the next decade and that the company is better suited to address these opportunities while aligned with a global powerhouse such as Volkswagen. “It’s a really good thing,” Clarke said, noting customers and dealers have welcomed the recent announce-

“

I doesn’t solve It all the problems a but it creates b opportunities that o didn’t exist six d months ago for m us.” u Troy Clarke, Navistar

ment. “It is, from my point of view, a natural fit at the right moment,” Renschler added. That’s because Navistar is currently redesigning its vehicle line and Volkswagen is developing a new powertrain platform for its global markets. Joining forces now allows engineers from both companies to work together towards integrating those products. Renschler said it will be 2020 or 2021 before the new global powertrain is rolled out. Gaining a foothold in the North American market also allows Volkswagen to pursue its goal of becoming a “global champion,” Renschler added. Navistar benefits from gaining global scale and also gets a cash injection

pg 11 tn nov v3.indd 11

(L-R): Navistar CEO Troy Clarke, Volkswagen Truck & Bus CEO Andreas Renschler and Navistar CFO Walter Borst.

as the result of the deal. “It doesn’t solve all the problems but it creates opportunities that didn’t exist six months ago for us,” Clarke said. “Our business is operating as well as, or better than, it has in a long time,” he added. “We are well positioned for what’s next.”

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2016-10-06 1:24 PM

12

TRUCK November 2016 NEWS

BUSINESS

Plan ahead before delivering to “judicial hellholes� By James Menzies BRAMPTON, ONTARIO You may not be able to avoid delivering freight into judicial hellholes in the US, but there are steps you can take to reduce the risk of being the victim of a runaway verdict. Brian Del Gatto, a partner with US law firm Wilson Elser, told Northbridge Insurance customers attending its Full Circle Appreciation Day, that it begins with carrying more coverage than the legal minimum. Del Gatto noted the $750,000 minimum coverage required was established 20 years ago and is no longer sufficient, in an environment where juries often award tens of millions to plaintiffs involved in a truck crash. He suggested carrying coverage of $5-$10 million. Otherwise, Del Gatto noted, you run the risk of being

put out of business by a large award. Of the 100 largest awards given in US courts last year, 12 were against trucking companies and even those in the mid-90s amounted to more than $50 million, Del Gatto cautioned. He also explained that certain US jurisdictions routinely appear on the list of “judicial hellholes,� as deemed by the American Tort Reform Association as the regions that are the harshest towards defendants. These include areas such as Illinois, Bronx County, Erie County, Miami, California and Detroit. Del Gatto suggested learning the jurisdictions that are legal hellholes and then to take steps to protect yourself when operating there. One suggestion: Whenever possible, assign deliveries to these areas to regular drivers so they are accustomed to the area and less likely to

run into trouble. That could prevent the type of judgment that befell a trucking company whose driver pulled onto the side of the road to relieve himself. A car lost control and slammed into the back of his trailer, killing two occupants. The trucking company felt it wasn’t at fault but the jury saw it differently, awarding US$180 million to the motorist. They found there was a rest area with washrooms a couple miles up the road and that the driver could easily have made it that far before stopping. “I know you can’t always dispatch the same driver to the same location, but to the extent that you can do that, having the same driver running the same route reduces the possibilities of them being in a situation where they don’t know where they’re going,� Del Gatto explained.

Another step carriers should take is to secure legal contacts in advance of when they’re needed within any hellhole jurisdiction. It beats resorting to the yellow pages after a crash, Del Gatto noted. In the event of a serious accident, get legal help on the scene as soon as possible, he added. Also, make sure drivers know the proper response if they’re involved in an incident, including who to call, what to say and not say, etc. “A lot of times the driver wasn’t really sufficiently or appropriately taught how to act under those circumstances,� Del Gatto said. When the case goes to court, Del Gatto suggested asking your lawyer if it can be moved to a federal court. Federal judges, he explained, are appointed for life – not elected – and tend to be more reasonable than elected judges in state courts who often receive campaign contributions from savvy personal injury lawyers. “We try to move all the cases we have to federal court rather than state court,� he said. Asked if Canadian carriers are more aggressively targeted by plaintiff attorneys following an incident in the US, Del Gatto said not any more so than American companies. “Plaintiff attorneys are opportunists,� he said. “They don’t care who they sue.� However, he said specialized law firms targeting trucking companies

“

P Plaintiff attorneys are opportunists. a TThey don’t care who they sue.� w Brian Del Gatto, lawyer

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have become more sophisticated at examining records generated by GPS, electronic control modules and logbooks. “We have created a subculture in the US of specialized lawyers who deal with this,� he said. He has seen lawyers aggressively target drivers who cannot speak good English following a crash. “There tends to be a willingness on the part of plaintiff attorneys to push harder if the driver doesn’t have a great command of the English language,� Del Gatto said. Verdicts aren’t getting smaller

He also warned carriers operating a brokerage division to be cautious about awarding loads based on price. Plaintiff attorneys will try to prove a carrier brokered out a load to a cheaper carrier rather than one that had a better safer rating but a higher price and will use that to prove “you made a choice based on economics rather than the safety of the general public,� Del Gatto explained. While avoiding hellholes isn’t always an option, Del Gatto said taking steps to protect yourself in advance of any incident can be beneficial. “You can’t avoid them but you have to be prepared to deal with the possibility accidents are going to happen there,� he said. “The verdicts are not getting smaller.� You can see the list of judicial hellholes at JudicialHellholes.org.

2016-10-11 12:37 PM

Winners of the 2016 Healthy Fleet Challenge revealed

The 2016 Healthy Fleet Challenge is officially over and as the cool temperatures start to set in, participants can take a break from walking competitively..for now. The challenge was created by Healthy Trucker (and is in partnership with the American Trucking Associations and Truck News) with the goal of getting the trucking industry more active. The challenge measures competitors’ daily steps and uses an online leaderboard to help motivate participants to earn the top spot. In total for September, the last month of the challenge, all participants walked a total of 159,934,036 steps. All of those steps add up to more than 79,950 miles and 7.3 million calories burned. And now for the September winners… Fleets with 3+ participants: 1. Stream Logistics – averaged 15,075 steps per day 2. Challenger Motor Freight – averaged 14,267 steps per day 3. Coastal Pacific Xpress – averaged 11,111 steps per day 4. Elgin Motor Freight – averaged 9,163 steps per day 5. Transam Carriers – averaged 8,674 steps per day

Individuals: 1. Lael Peters – Stream Logistics – averaged 38,8559 steps per day 2. Chris Illes – Stream Logistics – averaged 35,051 steps per day 3. Lou Smyrlis – Newcom Business Media – averaged 34,706 steps per day 4. Mary Wilson – Northbridge Insurance – averaged 34,085 steps per day 5. Paul Bomben – TST Overland Express – averaged 33,899 steps per day

Since Oct. 1 marked the end of the three-month long competition, Healthy Trucker wanted to acknowledge the top 5 winners for the challenge overall. The following are the top 5 fleets and participants based on average steps per day during the three competition months: Fleets with 3+ participants: 1. Stream Logistics – averaged 19,288 steps per day 2. Challenger Motor Freight – averaged 13,122 steps per day 3. Coastal Pacific Xpress – averaged 11,307 steps per day 4. Elgin Motor Freight – averaged 10,180 steps per day 5. Transam Carriers Inc. – averaged 9,440 steps per day

Fleet with 10+ participants 1. Challenger Motor Freight – 22 participants – averaged 13,122 steps per day 2. SLH Transport – 15 participants – averaged 9,020 steps per day 3. ABF Freight – 16 participants – averaged 8,945 steps per day 4. BLM Transportation Group – 12 participants – averaged 8,878 steps per day 5. Manitoulin – 17 participants – averaged 8,653 steps per day

Individuals: 1. Paul Bomben of TST Overland Express – averaged 34,943 steps per day 2. Chris Illes of Stream Logistics – averaged 33,017 steps per day 3. Mary Wilson of Northbridge Insurance – averaged 30,306 steps per day 4. Lou Smyrlis of Newcom Business Media – averaged 27,519 steps per day 5. Lael Peters of Stream Logistics – averaged 26,981 steps per day

You can view the leaderboard, that gets updated in real time at www.healthyfleet.com.

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hile some fleets take the Healthy Fleet Challenge literally and consider it a challenge, Canada Cartage has made it a part of its company culture. The Canada Cartage team was one of the original fleets to join the challenge when it started back in 2014 and today it is one of the largest and most successful fleets in the competition. Canada Cartage’s team is comprised of more than 50 employees from across the country. It is the third largest group in the challenge in terms of registered participants. And what sets them apart from the rest is, even with 54 participants in total, the team is consistently near the top of the leaderboard averaging between 8,000-10,000 steps per person per day. Barb Eddy, senior director of Human Resources of Eastern Canada for Canada Cartage said this is because the fleet considers the competition a part of their daily routine now, where people are being more active and making walking a part of their lifestyle. “It’s really created a sense of community here,” Eddy said. “And it’s healthy. It really just encourages good habits and supports a message about the importance of wellness. That’s what initially attracted us to the program. We loved it and we loved that it was geared towards trucking. Lots more people are walking on their lunch breaks and things like that.” To help reach more people across the company, initially Canada Cartage sent mailouts and information about the challenge with each employee’s paycheque. “But now, it’s just been running so long that most employees know about it,” she said. The competition is also communicated every month via the company’s newsletter. “So every month, a memo goes out in our newsletter announcing the winners of own internal competition we run,” she explained. “We provide a $50 prepaid Mastercard each month to the top three competitors who have the most steps.” The internal competition runs every month and winners can only win once per calendar year, until all participants have won at least one time, she said, adding that it is a way to keep employees engaged in the program and to support healthy habits. Eddy says the company’s favorite part about the challenge is that it is easy and works for each and every employee it has. “Because it’s web-based it’s easy for people, especially in our company because we’re spread out all across Canada, it’s a way for all of us to connect,” she said. “And that’s what appealed to us the most – it’s simple and everybody can do it. You don’t need special equipment. You don’t have to be a fitness buff or an athlete. Anybody can join. And walking is a great way to get in shape – overweight, underweight, young, old – it works for everyone.” Eddy added that the company doesn’t have a number in mind for how many participants it wants in time for the next challenge. “No we don’t have a goal as far as how many participants we want,” she said. “For us, the more the merrier. We just want people to participate and we just like the fact that it’s a good influence and it’s there for people if they want it. It’s all voluntary. We certainly support it.”

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HEALTHY CHALLENGE News.indd 1

2016-10-11 12:29 PM

14

BUSINESS

Truck market worse than anticipated, but demand should return in 2018 DTNA president Martin Daum provides market outlook during annual roundtable By James Menzies LAS VEGAS, NEVADA It’s been a tougher year for new truck sales than Martin Daum, president and CEO of Daimler Trucks North America (DTNA) predicted, but he said Daimler is dulling the pain by growing its market share. Daimler’s share of the Canadian Classes 6-8 market is 39.9% year to date through August, up 4.3% this year, Daum said during a trucking press roundtable at the American Trucking Associations’ Management Conference & Exhibition. The overall truck market, however, remains soft. Demand from Canada has shrunk 24%, worse than the overall North American market which is down 15% compared to last year. Total NAFTA Classes 6-8 volumes are on pace to reach 360,000 units this year, down from 424,000 units last year and 384,000 in 2014. “We were much more optimistic about 2016 12 months ago than we are today,” Daum admitted. Class 8 truck demand in the US and Canada is on pace to reach 210,000 units. Daum said a further decline is expected early next year but that demand should pick up by mid-2017 and a brighter outlook will return in 2018. “There is light at the end of the tunnel,” Daum said, noting that by 2018 there’ll be

a large population of four- and five-yearold trucks needing replacement. Daum said the new Freightliner Cascadia will provide the industry’s best fuel economy and provide the platform Daimler needs to maintain its approximate 40% market share. But despite enjoying record market share, Daum wasn’t easy on himself when assessing the company’s performance over the past year. Several 2016 goals received yellow check marks because he wasn’t yet fully satisfied with how the company has done. One of these is customer service. Daum said Daimler has an internal target to get trucks back on the road within 72 hours and to provide the customer with an assessment within two hours of the truck arriving at the dealership. Progress towards this goal has been made; the company now gets 71% of repairs done within 72 hours – up from 65% a year ago. Daum said Daimler is on pace to hit 75% this year but he wants to see nearly 100% of repairs done within this timeframe. This is being achieved through Freightliner’s Elite Support certification program, which sets higher performance standards for dealers. The company is also supporting this effort by opening new parts distribution centres to ensure parts are delivered quickly. The most recent to come on-

Daimler CEO Martin Daum says the new Cascadia will set a new standard.

line is in Dallas and more are scheduled to open soon. Daum also gave DTNA a yellow check mark for “completing the integration puzzle.” He said adoption of the new Detroit DD5 engine has been slower than hoped, with 500 engines sold this year. Detroit has a production capacity of 18,000 engines but Daum said the market isn’t always eager to embrace a new player. “Whoever wants to enter the North American market with a new engine should know it isn’t that easy,” he said, presumably a reference to Volkswagen’s plans to provide powertrains to Navistar. Asked for further reaction to Daimler’s European rival’s impending arrival in the North American market, Daum said only “We take every single competitor seriously. This changes absolutely nothing. We never underestimate any competitor and we never overestimate any competitor.” Daum was upbeat about the progress DTNA has made with connectivity, where he vowed to continue being

a leader. “Connectivity is today,” he said. “Connectivity will have a direct impact on everyone’s business.” He said Daimler’s work in regards to connectivity has exceeded his expectations. As he always does during what has become an annual press roundtable, Daum laid out goals for the year ahead. These included: a seamless launch of the new Cascadia; the launch of “unexpected killer apps” to enhance connectivity; using service as a differentiator; building trust in the Detroit medium-duty engine; successfully managing the market cycle; and staying far ahead of the competition. One of the immediate challenges will be to manage the second round of greenhouse gas regulations to be phased in between 2021 and 2027. Daum referred to the impending rules as “challenging but achievable,” adding the EPA and NHTSA provided the flexibility and time needed to boost the fuel economy of its tractors by 25% and engines by 5%.

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2016-10-06 11:58 AM

TRUCK NEWS

November 2016

15

DriverCheck celebrates 20 years in business By Sonia Straface KITCHENER, ONTARIO DriverCheck achieved two decades in business this summer and to celebrate, it treated its clients, staff and associates to a celebration at its Kitchener location. Organizers claimed there were about 200 visitors. The day saw a food truck serving up pulled pork, poutine and burgers, and prizes including a 55-inch flatscreen TV, Blue Jays tickets and more were doled out. “Today is all about thanking all of our staff and our clients that helped us get to where we are today,” explained Dr. Chris Page, DriverCheck’s president and founder. “Because really it’s our staff and our clients that really helped us get to where we are and we have gone from one trucking company – J&R Hall at the beginning – to now 6,000 companies that we do drug and alcohol testing for.” Today, DriverCheck does a lot more than just drug and alcohol testing. It offers a variety of workplace medical testing and assessments including fatigue management programs and other occupational health services. But despite the array of services it offers, it doesn’t exactly look like a typical walk-in clinic. It actually looks more like a man cave – and that’s exactly what Dr. Page had in mind when he designed the place himself in 2014. It has big screen TVs, a full coffee bar and swanky lounge chairs that create

a comfortable, relaxing atmosphere for drivers to use while they wait for their tests. “This clinic is medical but it’s not sterile,” he said. “It’s purely for transportation, it’s designed for the truckers. So the drivers can just walk in, they don’t have to call ahead and make an appointment or don’t have to sit beside (people with) coughs, colds and sore holes.” Dr. Page said the hope is to replicate these sorts of clinics all across Canada in the future. Unique to the anniversary event was DriverCheck’s Knowledge Bar, where attendees could walk up and ask questions related to health concerns or about DriverCheck itself. “This is kind of a niche market and

DriverCheck celebrated 20 years in business with a special event at its Kitchener location, complete with a food truck and prizes.

people don’t understand how much we do and sometimes even what we do, so it’s a chance for people to ask questions about what we do and understand all the services we offer,” explained Connor Page, DriverCheck’s business development manager.

And though the celebration is a milestone for the company that became a household name in workplace medical testing, the founder is quite modest. “To me, reaching 20 years means we’ve had a good start,” Dr. Page said.

N.B. chips in to help with labor shortage MIRAMICHI, NEW BRUNSWICK The Atlantic Provinces Trucking Association (APTA) will get up to $200,000 from the New Brunswick government to identify ways to address labor shortages in the trucking industry. “The trucking industry is a major employer in our province, and one all other industries rely on to deliver their goods to markets in New Brunswick and beyond,” said postsecondary education, training and labour minister Donald Arseneault, who announced the funding in Miramichi at a meeting with the association and industry members. “Ensuring the smooth transportation of goods supports our government’s priorities of fostering job creation and growing the economy. The main challenges facing New Brunswick’s trucking industry are recruitment and retention. Over the next decade, we expect the significant demand for drivers to continue, so it is critical that we begin to address these issues as quickly as possible.” The funds will be used to establish a Labour Force Adjustment Committee, which will work to address the labor shortage. “This funding will create awareness of the opportunities we offer and also develop some strategic initiatives for the future. Our challenges to attract skilled laborers have been well documented over the years, and this partnership with the province is just what we need to move the situation in a better direction,” said Jean-Marc Picard, executive director of the APTA.

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2016-10-06 11:58 AM

16

BUSINESS

A Confidence Report from NACFE indicates two-truck platoons can reduce fuel consumption.

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Two-truck platoons have the potential to reduce fuel consumption by about 4%, averaged across both vehicles. That’s the finding from the latest North American Council for Freight Efficiency (NACFE) confidence report. “Two-truck platooning, an emerging technology, is a viable method for reducing fuel consumption,” NACFE concluded. The study looked at testing that has already been conducted. It then adjusted on-track test results to take into account real-world, on-road realities such as traffic congestion and the fact the two trucks will likely only be able to remain in platoon formation about 75% of the time. Track testing has shown the lead truck reducing fuel consumption by 4% while the following truck saves 10%. This is with a following distance of 40-50 feet, which NACFE’s Mike Roeth predicted will be the starting point as two-truck platooning is adopted. “What we wanted to do was understand the early stages of a path towards more automation in trucking,” Roeth said of NACFE’s latest confidence report, its 14th and the first to look at emerging technologies. “We see platooning being the next logical automation, and on down the line, lane-keeping and other technologies for assisting drivers and then finally self-driving or autonomous trucks either as part of a platoon or by themselves.”

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T Two-truck platooning is not p ffully autonomous or driverless.” o Mike Roeth, NACFE

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Roeth added platooning does not imply driverless trucks, which is not fully understood today. “Two-truck platooning is not fully autonomous or driverless,” Roeth said. “It’s being improperly grouped with that concept.” Though platooning is not yet in use, many of the technologies that will enable it are already available, Roeth pointed out. “The bulk of the required technology is currently available and being purchased by many fleets,” he said, referencing collision mitigation systems and in-cab cameras. You can download the full report at TruckingEfficiency.org.

2016-10-07 10:45 AM

TRUCK NEWS

November 2016

17

US truck tonnage gets boost in August ARLINGTON, VIRGINIA

TRUCKING INSURANCE YOU ARE

The American Trucking Associations’ advanced seasonally adjusted For-Hire Truck Tonnage Index went up 5.7% in August, after a 2.1% decline in July. Compared y-o-y, the SA index rose 5.9%. Year-to-date, compared with the same period in 2015, tonnage was up 3.5%. “Volatility continues to reign in 2016. This month’s tonnage reading highlights this fact and underscores the difficulty in determining any real or clear trend in truck tonnage,” said ATA chief economist Bob Costello. “What is clear to me is that normal seasonal patterns are not holding in 2016.” Costello said he expects more choppiness ahead. “Despite a difficult to read August, I expect the truck freight environment to be softer than normal as well as continued choppiness until the inventory correction is complete. With moderate economic growth forecasted, truck freight will improve as progress is made with the inventory overhang,” he said.

Canada to require stability control OTTAWA, ONTARIO Transport Canada revealed it is in the process of mandating electronic stability control on newly built truck tractors. Transport Canada’s announcement calls for the mandatory installation of electronic stability control (ESC) on newly built three-axle truck tractors beginning in August 2017. “This measure introduced by Transport Canada is not only going to improve highway safety and reduce roadway safety incidents involving commercial vehicles, it is inexpensive insurance for motor carriers,” said David Bradley, CEO of the Canadian Trucking Alliance. The regulation is set to come into force for new equipment only, starting with three-axle truck tractors beginning Aug. 1, 2017 and phasing in all targeted truck tractors and motor coaches by Aug. 1, 2019.

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18 EQUIPMENT be distributed according to the most optimized tour planning,” Maurer said. “It saves you at least one-and-ahalf hours of loading time and the van can really then leave the hub and do what it is supposed to do, transport and deliver the parcels to customers.” The two roof-mounted drones select the appropriate parcel through a slot in the roof and then make the delivery to a secured landing pad that would be located at the receiver’s location – maybe even their backyard. “It will take a while to have enough customers ready for drone delivery,”

Maurer acknowledged. One benefit is that delivery companies will be able to meet not only same-day, but time-definite delivery expectations. The drones have a range of 10 kms and a payload capacity of two kilograms. The van itself is electrically driven and fully connected. Daimler said it is the world’s first van to offer a digitally connected process chain from the goods distribution depot to the consignee. Power is provided by 75 kW electric drive system with a range of 270 kms.

Stefan Maurer, head of future transportation systems MB Vans (left) and Volker Mornhinweg, head of MB Vans.

A glimpse into the future of last-mile delivery Futuristic Mercedes van has roof-mounted drones By James Menzies HANOVER, GERMANY A concept van Mercedes-Benz showed at the IAA Commercial Vehicles Show offers a glimpse at how last-mile deliveries could be made in the future. The Vision Van comes complete with roof-mounted drones, which grab parcels through a slot in the roof and then deliver them to docking stations. But the efficiency gains – up to 50%, Mercedes claims – begin even earlier, when the van arrives at the distribution hub for loading.

Today, a cargo van will often spend up to two hours being loaded, according to Stefan Maurer, head of future transportation systems for MercedesBenz Vans. The Vision Van features a fully automated cargo space. “You can load this van in a matter of five minutes,” Maurer explained. That’s because the cargo racks are pre-loaded before the van arrives and then slid into the cargo compartment as a single unit. “The racks are already filled with the parcels in the order they need to

Fuso eCanter coming to North America HANOVER, GERMANY An electrically-powered Fuso eCanter is coming to the North American market in limited quantities next year, with a full launch slated for 2018. The soft launch in 2017 will focus on the US, Europe and Japan. Canada will be part of the broader roll-out in 2018, though performance in extreme cold weather is still a concern, representatives from Daimler Trucks Asia said during a briefing at the IAA Commercial Vehicles Show. A scalable battery pack will allow customers to achieve the greatest balance between range and payload, explained Daimler’s Marc Llistosella. Customers will be able to choose between two and six battery banks, which can be swapped out for next-generation battery packs as technology advances. The company is promising a payback in less than three years.

The Canter is the top-selling Mitsubishi Fuso truck, with four million sold worldwide. However, Llistosella said the truck maker sees the writing on the wall, with more major cities banning dieselpowered trucks in favor of cleaner alternatives. “Acceptance of diesel is getting really under stress,” he said. Work continues on developing an eCanter that will be suitable for use in North America, where operators typically put on more miles over a driving shift and also drive at higher speeds. “We have to do something more for America,” Llistosella said, indicating range will be extended from the 100 kms achievable today to 160 kms for the North American market. Industry-standard charging stations will be used for the eCanter. The truck will be fully connected and able to find the location of the nearest available charging stations when required.

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Jimmy Zborowsky President

2016-10-06 12:30 PM

TRUCK NEWS

November 2016

19

Volvo hits 13 mpg with SuperTruck Truck maker blew away goal to improve freight efficiency by 50% By James Menzies WASHINGTON, D.C.

Volvo nearly doubled a Department of Energy challenge to improve freight efficiency by 50%.

Many of the improvements built into the newest Volvo trucks and powertrain can be traced back to the US Department of Energy’s US$20-million SuperTruck project. Volvo made the revelation when it took the wraps off its SuperTruck at a press event in Washington, D.C. “Knowledge gained from the SuperTruck product is benefiting our customers today,” said Goran Nyberg, president, Volvo Trucks North America. Examples of enhancements that were developed on the SuperTruck and carried over to Volvo’s production vehicles include: a new aerodynamic bumper; flared chassis fairings on the VN 630 and 670; and an aerodynamically enhanced roof for the 670. Airflow through the engine compartment has also been optimized. As for the powertrain, Volvo’s new patented wave piston design was validated on the SuperTruck, as well as its new common rail fuel injection system and turbo-compounding, which Volvo is rolling out on its D13. The US Department of Energy gave Volvo $20 million to work with and the truck maker matched the funding, and then some. The goal was to improve freight efficiency by 50%, but Volvo exceeded that, bettering it by 88%. It also reduced vehicle weight compared to a 2009 model year VN by more than 3,000 lbs, reduced drag by 40% and improved fuel economy by 70%. Nyberg said testing routinely showed the SuperTruck achieving more than 12 mpg while loaded and with some additional tinkering it has now surpassed 13 mpg. “We thought we had a tough goal of 50% improvement when we started the project but the project has delivered 88%, which is quite impressive,” Nyberg said at the unveiling.

Volvo has secured an additional $20 million in funding for its SuperTruck II project, which targets a 100% freight efficiency improvement compared to that same 2009 baseline. However, Nyberg explained the second project requires truck makers to demonstrate a one- to two-year payback on technologies used to get there, so it will have to eliminate some of the costlier systems that were deployed on the first SuperTruck. Pascal Amar, senior project manager with Volvo Group North America, was in charge of overseeing the first SuperTruck project. “SuperTruck was a chance to look into the future as a truck manufacturer,” he said. “It gave us the possibility to look at what was coming and really start analyzing some of these trends we’re picking up on.” Amar said the project began from the rear, with an analysis of the trailer and how the tractor interacts with it. Volvo chose to work with an existing trailer design rather than something more futuristic such as a teardropshaped trailer. “We didn’t want to go too crazy and design something that wouldn’t be realistic,” he noted. Volvo worked with Ridge Corp. to design an aerodynamic gap fairing, side skirts and tail fairing. “Once we had the most aerodynamic trailer we could find, we went on to what that meant for the tractor,” Amar explained. A lesson learned along the way was that the relationship between the tractor and trailer was more complex than first thought. “We found things that we thought would help the tractor be more aerodynamic but they would only help if the trailer was a certain way,” Amar explained, citing a lower front bum-

per fairing as one example that didn’t pan out. Volvo maintained its existing steel cab structure, but repositioned it. The cab sits about three inches higher and eight inches further forward and has a shorter hood. The rear cab wall was widened to better direct air around the trailer. The front grille was rounded slightly, the bumper made curvier. With truck aerodynamics addressed, changes to the powertrain were required. The sleeker truck sliced through the wind more easily and as a result, required less power to push it down the road. Volvo opted for a D11 engine. “It’s really about right-sizing the powertrain,” Amar said. “Picking the size of engine that is just right for this truck so we can operate the engine where it’s efficient in the sweet spot.” The Volvo powertrain achieved 50% brake thermal efficiency, compared to the baseline of about 42%, meaning about 50% of the fuel used is now converted to usable power. Weight was reduced through the use of lighter-weight materials. The aluminum frame, for example, is 45% lighter than the 2009 production steel frame. But designers didn’t just swap out steel for aluminum, Amar stressed. “The novelty is in how they used the material,” he said. “They designed the frame to take advantage of the properties of aluminum.” The frame alone shaved 900 lbs out of the vehicle. A total of about 4,700 lbs was taken out, but the installation of new technologies put back about 1,500 lbs, resulting in a net weight savings of 3,200 lbs. While carbon fiber is known for its lightweight characteristics, it’s also known for its high price tag. Volvo sought alternative materials that were less expensive than carbon fiber. The company also considered the

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* Amount for 3 months’ supply of free engine oil and 6 months of used oil analysis based on a fleet of 20 power units.

LE

To win, submit your EPI for each month at www.castroldiesel.com or call 1-888-CASTROL.

TO CALCULATE:

F

In December 2016, we will announce the award winner to the carrier that shows the greatest improvement across all measures. Look out each month for a new measure.

WHAT IS YOURS?

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NOVEMBER EPI: MAINTENANCE EXPENSE (% OF REVENUE)

SMA

SMALL FLEET EFFICIENCY

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Castrol Canada understands that key performance measures are vital to improving profit for your small to mid-size fleet. That is why we have now partnered with InGauge to bring you tools to measure EPI (Essential Performance Indicators) monthly to benchmark your fleet’s performance.

E F F I C I E N C Y AW

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FOR THE FIRST EVER CASTROL SMALL FLEET EFFICIENCY AWARD

ET

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WIN GRAND PRIZE OF UP TO $15,000*

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Total Monthly Maintenance Expense* ÷ Line haul + Accessorial Monthly Revenue (not including Fuel Surcharge Revenue) maintenance expense (% of revenue)

9.09%

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TM

3.81%

14.37%

Poor

Performance

FIELD TESTED. FLEET TRUSTED.

driver. It designed a fully-integrated hotel load power system that provides temperature control and power for 14 hours without idling or depleting the batteries. Volvo studied telematics-derived data to see how its trucks are being operated over the road and tailored its system to reflect these realities. Two belt-driven alternators engage when the truck is traveling downhill, is accelerating and slowing down and use this energy to keep the batteries fully charged throughout the drive cycle. When the driver stops, a full 14 hours of power and climate control are available. The bunk windows were scrapped, because Volvo found they were a source of heat or chill loss. But a solar panel on the roof powers LED lights inside the cab that give the appearance of natural daylight. A hot air extractor on the roof also spits out hot air from inside the cab, keeping the inside temperature comfortable. The SuperTruck was shown to US Energy Secretary Ernest Moniz, who seemed genuinely impressed by the result. But despite exceeding the goals laid out through the project, Amar said Volvo isn’t calling it a day. “Testing hasn’t stopped,” Amar said. “Our contract with SuperTruck 1 ended in June, but we haven’t stopped working on it. We keep finding new improvements and keep testing things. We have a lot of ideas we want to throw at it for SuperTruck II.” The second SuperTruck project will build on lessons learned during the first project, but will result in a completely new truck. And because all technologies used must demonstrate a quick payback, it’s likely the second project will also see improvements carried over to production trucks.

Average

Performance

Top

Performance

*Total Maintenance Expense = Internal Shop Wages & Benefits, Parts & Supplies (including Tires), Outside Vendor Repairs, Trailer Washouts Maintenance Expense (% of Revenue): This metric is a very important measure of operational efficiency. This EPI measures the maintenance expense efficiency. To win your expense ratio should be lower than 9.09%.

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2016-09-08 12:27 PM

TRUCK November 2016 NEWS

EQUIPMENT

21

International Trucks releases new LT Series Design focuses on driver, fuel efficiency and uptime By Derek Clouthier LAS VEGAS, NEVADA International Trucks unveiled its new LT Series offering of Class 8 over-theroad trucks in Las Vegas Sept. 30, touting the vehicle’s fuel efficiency, driver appeal and best-in-class uptime. “We aren’t producing a truck for the sake of technology or engineering,” said Bill Kozek, president of truck and parts for Navistar. “We’re producing a truck that drivers want to drive, keeps them safe, provides the benefits of remote diagnostics and keeps them on the road the maximum uptime with real bottom line results.” During a time when fuel efficiency and the reduction of greenhouse gas emissions are at the forefront, International’s new Class 8 truck provides improved aerodynamics, and what the company says is a 7% fuel efficiency improved compared to International’s most recent fuel economy leader, the 2017 ProStar with the Cummins ISX15 engine. “The new International LT Series reflects our vision for the future of the trucking industry, with a host of advancements that support improved driver safety and productivity, as well as fuel efficiency and uptime,” said Kozek. “This new vehicle reflects our strong belief that integrating the best technology will provide customers with a significant operating advantage.” International said it has always emphasized the importance of ‘industryleading aerodynamics,’ and delivers on that emphasis with the new LT Series, providing a 3% improvement in fuel efficiency with improved aerodynamics alone. “The advanced technologies and exceptional aerodynamics we are offering in the LT Series will deliver an impressive improvement in fuel economy, up to 7% over the 2017 ISX 15-liter engine,” said Jeff Sass, senior vice-president of sales and marketing for Navistar. “Our testing confirms this is the most aerodynamic truck we’ve ever made.” The new LT Series truck has seen aerodynamic improvements such as an aero-contoured hood, which is four inches lower than the previous model, and fender, wheel opening and chassis skirts and an aero-enhanced threepiece front bumper, with longer side extenders that shorten the trailer gap. Sass said the LT Series Class 8 truck will be released with the new Cummins 2017 X15 engine with ratings up to 500 hp on the efficiency series and 565 on the performance series. The 2017 N13 engine will also be available in the LT series at a later date, offering what Sass

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said was “premium performance in an advanced 13-liter design.” Driver appeal was also a primary point of focus for International when designing the new LT Series truck. Sass said when designing the new LT Series truck, helping fleets attract and retain drivers was a primary focus. “To ensure the new LT Series is the most driver-centric Class 8 vehicle

they are visible at night and real-time monitoring of fuel economy. “Truck drivers want a truck designed like a truck,” Sass said. “Career truck drivers aren’t interested in automotive designing, like chrome accents, because items like that can reflect the sun and actually impede their vision. They want trucks designed to do a job.”

we’ve ever built, we gave drivers a voice in its design,” said Sass. “Many of our customers tell us that their number-one challenge is attracting and retaining drivers, which is why we put so much effort into understanding and responding to drivers’ needs. These improvements also contribute to increased driver ease of use that will boost the vehicle’s productivity.” In keeping with International’s DriverFirst product design, the company conducted driver clinics to gather input from drivers, using the feedback to redesign the interior and identify new and improved features, like more elbow and leg room, a premium gauge cluster with digital driver display, switches that are back-lit so

David Majors, vice-president of design with Navistar, echoed Sass’ sentiment, saying drivers were adamant they wanted the truck to drive like a truck and not a car. Much like the exterior features, Majors said the interior design would be offered a la carte to ensure customers were getting what they want and need to get the job done. Majors added that better sealing on the doors provides a quieter drive, which also reduces fatigue while on the road. A downward groove in the windows provides better vision for the driver when checking side mirrors, and also offers some improvement aerodynamically. Majors said the number one request from drivers was the reposition-

ing of the lanyard for the air horn back to its original location to the top left, a feature drivers from every generation have long associated with being a trucker. Majors did admit that one area they would have liked to improve was additional room behind the driver to allow the seat to be moved further back, but could not due to space constraints. International has also placed a strong emphasis on uptime with its new LT Series truck. “Our vehicle quality is at an alltime high,” said Troy Clarke, Navistar president and CEO. “If the truck isn’t moving, that truck is not making you money.” Many of the enhanced features on the new LT Series were specifically designed to improve reliability and serviceability. These features include a new single-canister aftertreatment system that is 60% smaller and 40% lighter, new LED headlamps and fog lamps, all new harnessing of cab wiring and in-cab power distribution and all key service points under the hood, in the cab and around the vehicle designed for easy access and servicing. “We pored over reliability data to evaluate nearly every single system on our on-highway platform, in order to look for ways to get better,” said Denny Mooney, senior vice-president of global product development for Navistar. “In some cases, we completely redesigned the entire system to reach our goals. We are proud of the integrated, data-driven approach we used to assure improved reliability, serviceability and productivity.” The new LT Series, depending on various features on the truck, comes in around 500 lbs leaner than the previous model. The Bendix Wingman Advanced collision mitigation system comes standard on every model of the new LT Series and is also available with the optional Bendix Wingman Fusion and Meritor Wabco OnGuardActive systems at a comparable cost. Numerous configurations of the LT Series will be offered, including a day cab, 56” low roof sleeper, 56” hi-rise sleeper and a 73” sky-rise sleeper. Sass said that so far, there have been nearly 2,000 orders placed for the new LT Series truck. Clarke also touted Navistar’s recent alliance with Volkswagen Truck and Bus, saying it gives them a partner to help compete in the decades to come, provides access to a broader global supply base and shows that Navistar is “here to stay.”

2016-10-11 12:39 PM

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2016-10-07 11:26 AM

TRUCK NEWS

EQUIPMENT

November 2016

23

Eaton showcases autonomous docking HANOVER, GERMANY Eaton demonstrated at the IAA Commercial Vehicles Show two systems designed to assist drivers with docking. Its Advanced Driver Assist System (ADAS) Dock Assist feature uses software upgrades to communicate with control modules in Eaton’s automated, manual and dual clutch automatic transmissions. It controls vehicle speed and electronic braking to ease the trailer or truck back into position for loading or unloading, eliminating rough dockings and related damage. As the vehicle begins moving toward the loading dock, the driver applies the service brake, comes to a stop and activates a dashboard ADAS Dock Assist switch. When the transmission detects the dock based on the torque being applied while pushing against the dock, it eases it into position and allows it to self park. A driver is required to oversee the system. “Dock Assist is a practical solution to an industry issue,� said Gerard Devito,

chief technology officer, Eaton’s Vehicle Group. “In conversations we have had with a large fleet customer, they estimate an expenditure of $10,000 a month for repairs from damages that occur during the coupling of a tractor or trailer in the loading dock environment. That is money they would not have to spend using Eaton’s ADAS Dock Assist system.� Taking it a step further, Eaton also showed the ability through Autonomous Auto-Docking to self-park tractors or tractor-trailer combinations using GPS technology that allows the vehicle to find its destination without any driver involvement. For instance, a lot manager could position tractors and trailers at the appropriate docks. “From improved productivity due to reduced time to park and drivers dropping trailers to pick up new loads, to eliminating damage to trailers and warehouse docks and reduced labor required in warehouse yards to spot trailers, autonomous auto-docking has the potential to truly change how business is conducted,� said Devito.

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Volvo introduces new collision mitigation system LAS VEGAS, NEVADA Volvo has announced availability of a new driver assist collision mitigation system developed with Bendix. Volvo Active Driver Assist combines radar and cameras to provide emergency braking and help maintain safe following distances. The system is fully integrated into Volvo’s Driver Information Display, eliminating the need for an additional in-cab display. The system is always active and can provide stationary object detection and braking, even when cruise is not on. Volvo Active Driver Assist uses a front bumper-mounted radar sensor and a windshield-mounted camera. The radar sensor has a detection range of 22 degrees width and 500 feet in front of the truck. The camera features a wide viewing angle and allows for an integrated lane departure warning system.

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2016-10-06 9:12 AM

FLEET NEWS

TRUCK NEWS

November 2016

25

Consolidated Fastfrate celebrates 50 years, shifts business strategy By James Menzies WOODBRIDGE, ONTARIO Consolidated Fastfrate on Sept. 26 kicked off a series of coast-to-coast celebrations of its 50-year history and recognized the contributions of its longest-serving employees. All employees who have served for 20 years or longer were recognized at the events, held at Consolidated Fastfrate facilities from Vancouver to Newfoundland. The first of those was hosted at the company’s Woodbridge headquarters, where eight of about 20 employees who’ve been with the company for 40 years or longer work. “It’s really a celebration of all the employees here,” company CEO Ron Tepper told Truck News at the event. “We have over 200 employees that are over 20 years and about 100 of those have been with us over 30 years. It’s an amazing story when you think of it. It has nothing to do with me. It’s about the culture of the company; the fact we maintain people and don’t lose a lot of people.” Sept. 26 marked, to the day, the 50th anniversary of Consolidated Fastfrate, which was purchased by its current ownership from Federal Industries in 1994. Asked how Consolidated Fastfrate has been able to maintain such a long-tenured workforce in an industry that struggles with constant turnover, Tepper cited good pay and safety as two key reasons. “It’s culture for sure,” he said. “I think the fact we’re a safe organization to work for; there’s no real reason to go anywhere else. We’ve been unionized for so many years so they have all the protections that come from being in the union. We’ve never had a strike in our history. Our people are well paid, well taken care of, they have good benefits programs and we have a great health and safety track record here.” The celebration comes at a time when the business is in transition. “Our company is changing direction,” said Tepper. “We’re going from historically an LTL by rail, loaded by truck, carrier to a supply chain service where our business is stickier with our customers. To change direction for a company our size is not an easy thing to do. We need everybody to buy in. What we’re doing is a little bit different, it’s more technologically involved, being closer to our customers, understanding their requirements. We have engineers working for us now – something we’ve never had before. Everybody has to understand what we’re trying to do, so events like this are good to get everybody together.” Fastfrate is also, for the first time, launching a cross-border service that will cover 48 states. In a speech to employees,

Tepper thanked them all for their contributions. “Fifty years for a company in any industry – let alone our industry – is quite the feat,” he said. He took a moment to single out Woodbridge receptionist Lillian Londry, who has been with the company for 31 years. “Everybody when they walk into the building, the first person they see is Lil,” he said. “Everybody who walks out of our building, the last person they see is Lil.” He also personally presented gifts to the eight Woodbridge employees who have been with the company for 40 years or longer. Then, it was back to business. “We’ve got a big job ahead of us,” Tepper said. “We are becoming a full supply chain service as opposed to an LTL pickup and delivery carrier. Business is moving, it’s moving in a direction that’s going to allow us to sustain our business over the next 50 years.”

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2016-10-07 9:39 AM

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2016-09-08 9:38 AM

TRUCK NEWS

FLEET NEWS

November 2016

27

Hyndman opening new terminal AYR, ONTARIO

Hyndman will be closing the terminal in Kitchener and all drivers and staff will transition to the new facility. “We wanted to offer our drivers additional resources housed in a facility that’s second to none,” explained Mike Campbell, president of Hyndman Transport. “The new Ayr terminal not only allows us to provide more services to our drivers than ever before, it also provides drivers with a very convenient location…There is nothing more valuable to our company than our drivers and we wanted this new facility to demonstrate our commitment to them.” Hyndman is hosting a grand opening at the new location on Nov. 15 at 10 am.

Hyndman Transport has announced the upcoming opening of a new trucking terminal in Ayr, Ont. The new terminal is located at 2616 Cedar Creek Road, just off Hwy. 401 and Hwy. 97 at Exit 268. The new facility, which is set to open in mid-November, will have a state-ofthe-art driver lounge, new driver dorm rooms and an expanded maintenance shop that includes a wash bay and loading dock, Hyndman said. In addition, the Ayr terminal is a full-service facility that includes driver recruiting, safety, orientation, operations and administration. With the opening of the Ayr terminal,

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27 www.wiersmatrucking.com Call Recruiting 1-800-265-2449 ext 4 or 5

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2016-10-07 9:41 AM

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2016-09-28 10:33 AM

FLEET NEWS

29

Caravan first fleet to run BlackBerry Radar WATERLOO, ONTARIO Caravan Transportation Group is the first fleet to roll out BlackBerry’s Radar asset tracking system. BlackBerry Radar is billed as a “smart trailer” software and hardware platform that improves fleet utilization. It features an array of sensors that collect and report readings more often than any other such system, BlackBerry claims. Information provided includes real-time trailer and cargo status, including location, status of trailer door (open or closed), whether trailers are loaded or empty, temperature, humidity and more. Data is communicated through the IoT cloud platform and can be viewed via notebook, desktop, tablet or smartphone device. “Running a fleet of ‘smart trailers’ has been a vision of ours for a while, but it wasn’t until we met with BlackBerry did we think it could come to fruition,” said John Iwaniura, president of the Caravan Group of Companies. “We have been in the transportation industry for a long time and have yet to see any solution as comprehensive, compact, easy to use and useful as BlackBerry Radar.” “Taking time, money and guesswork out of the supply chain is a top priority for leaders across the transportation and logistics industry,” added Derek Kuhn, senior vice-president of IoT for BlackBerry. “The current method of obtaining information about a trailer or intermodal container no longer works in today’s connected world, because this data is typically not real-time or updated frequently enough to make timely decisions. To solve this issue, BlackBerry leveraged its extensive technology portfolio and deep expertise in security, mobility and enterprise software to innovate and develop BlackBerry Radar, which is designed to bring decision makers and operators near real-time information, analytics and reports to boost operational efficiencies.”

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pg 29 tn nov v3.indd 29

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TRUCK November 2016 NEWS

DRIVING CHAMPIONSHIPS

Taking home the hardware Continued from page 1

where drivers had to weave their truck around a tight course through a series of obstacles like a serpentine, and reverse into a simulated alley dock. Each cone knocked over, or scraped, meant deductions. And this year, things on the course got a bit more challenging as drivers were faced with torrential rain all day. Thankfully, the rain didn’t dampen anyone’s spirits as the cheers and shouts of encouragement from the sidelines were still heard. The scores from all three portions of the competition were added up and the top three winners from each of the five truck classes (straight truck, single-single, single-tandem, tandem-tandem and B-train) were recognized with awards that night. Awards were also given out to Rookie of the Year, Grand Champion and best overall team. “I’m very surprised,” said Ontario’s Bryon Winfield of Home Hardware after winning the award as Grand Champion – reserved for the driver who wins his/ her category by the largest margin. “I really didn’t think I had a good run today because the rain really threw me off but I guess I did better than I thought.” Winfield was one of two competitors who got a perfect pre-trip score (the other was his Ontario teammate and Home Hardware colleague, Shawn Matheson). He also placed first in the single-tandem category. “It’s a great feeling to win in Ontario, for Ontario. Especially that we got the Team Award,” he added. Team Ontario’s table was filled with trophies at the awards banquet. Erb’s Stewart Jutzi had a first place trophy for the straight truck category, XPO Logistics’ Clary Ward took home second place in the single-single category, and Matheson took home first place in the tandem-tandem category. And though winning was a great accomplishment for Team Ontario, Jim Scott, Ontario’s team representative said his favorite part about the day was watching how professional the drivers at this level of competition are. “Personally, my favorite part is watching these drivers after already winning in the provincials, come out and compete. It’s also so great to see the camaraderie in the nationals and the degree of professionalism and how at the end of the day they can all shake hands,” he said. The nationals weren’t just a special event for Ontario. It was special for Alberta’s Robert Smith as well. After competing in the provincials for more than 25 years and never making it to nationals, the Tim Hortons driver not only placed first in the B-train category, but won Rookie of the Year. “It feels awesome to be Rookie of

the Year,” Smith said after getting the award. “I wasn’t expecting it, but I was hoping for it. I’ve been in the provincials since 1989 and this is my first time in nationals, so I didn’t know what to expect really.” Smith said he felt great about his run as soon as he climbed out of the truck, calling it his “best run ever.” To prepare, Smith said he didn’t practice, he just got in the zone and tried his best to complete the course. “It feels great to make Alberta proud,” he added. “It really is a dream come true. To not only win first place in my category, but to win Rookie of the Year… you can only do that once.” Don Achtenichuk, Alberta’s team representative, added how much Alberta drivers look forward to the championships by making sure they don’t have any accidents on their record all year-round. To be eligible to compete at any level, drivers must be

accident-free for 12 months prior to the competition’s start. “For them, preparing is not having accidents throughout the year. That’s a key part in being eligible to participate in these competitions,” he said. “That’s how these guys get ready. Because they really are the safest guys on the roads… the guys who compete at this level.” British Columbia’s Evan Hirst, who drives for Canadian Freightways, was also proud to bring home a trophy for his province. “I was quite shocked with how it went today,” he said after his win. “It was a tough course today and I was pleasantly surprised. I thought the rain had gotten the better of me because I was the last one in the truck and the other guys before me had been driving with the windows down so the seat was soaked by the time I got in there.” It was Hirst’s eighth time at the nationals and his fourth win. Though the winners are different every year at the NPTDC, the main goal and vision for the event stays the same

31

no matter which province hosts. Rob Jackson, the president of the Ontario Truck Driving Championships said it was an honor for Ontario to host this year and that across the board, all the provinces that participate in the event know what this event means to the drivers and what it means to the industry. “It’s amazing what these drivers do and this is our way to give back to them,” he said. “We hear a lot in the media about wheel-offs, accidents involving trucks with fatalities…but this is our way to say thank you to them for being safe because that’s really what this event is all about…safety.” Category winners for the NPTDC were: straight truck, Stewart Jutzi, Erb Transport, Ontario; single-single, Evan Hirst, Canadian Freightways, B.C.; single-tandem, Bryon Winfield, Home Hardware, Ontario; tandem-tandem, Shawn Matheson, Home Hardware, Ontario; B-train, Robert Smith, Tim Hortons, Alberta. Next year, Manitoba will host the national championships.

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Grand Champion Bryon Winfield

pg 31, 47 tn nov v3.indd 31

2016-10-11 9:48 AM

32 HEALTH

Getting rid of bad vibes

Preventive Maintenance KAREN BOWEN

E

very time you head out in your rig, you experience some whole body vibration (WBV), even if the road seems smooth. Whole body vibration occurs when your entire body is resting on and being supported by something that shakes, such as a vehicle or machine. When this happens, the mechanical vibrations from the machine transmit throughout your body at various frequencies. Studies show that prolonged and increased exposures to occupational WBV can lead to musculoskeletal or neurological disorders of the spine, as well as organ damage to your diges-

tive, circulatory, urinary and (female) reproductive systems. The effects of WBV are cumulative. Chronic occupational WBV exposure has also been linked to fatigue, insomnia, lower back pain, headache, vision problems, varicose veins, and irritation of the lung, abdomen and/or bladder. WBV can also increase your heart rate, oxygen uptake and respiratory rate, and can trigger changes in your blood and urine. Although workers in the trucking, agriculture, construction, and/or mining industries are particularly affected by WBV, everyone who drives a car, takes a train, or rides a bus experiences some level of WVB. However, not all WBV exposure leads to serious

issues. Short-term, low level vibrations may just trigger inconveniences like motion sickness or temporary poor posture. More serious issues arise when a person is exposed to severe, prolonged vibration. As a trucker, you cannot eliminate all vibration from your workday, but you can reduce the severity of your exposure by making adjustments to your work experience. First, if you are responsible for selecting equipment, proactively consider the types of activities and conditions the vehicle will be involved in and determine the best low-vibration options for the vehicle’s: age, type, design, condition, suspension system, lighting, visibility, seat positioning,

Studies show that whole body vibration can lead to musculoskeletal or neurological disorders of the spine, as well as organ damage.

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pg 32 tn nov v3.indd 32

and cab layout, design and orientation. Research the manufacturer’s vibration data; manufacturers and/or suppliers are excellent resources for ways to maintain equipment to reduce the effects of WBV on operators. By completing this initial due diligence, you might avoid future vibration-related health issues. Next, maintain your rig. Keep your engine well tuned so it vibrates less. Monitor your suspension components to maximize their shock absorbency. Look at the driver’s seat. Check the cushion to ensure it provides adequate support for you to easily retain proper posture and positioning. Choose a floating or air seat to reduce the impact of bumps and vibrations. Review the manufacturer’s specs to make sure the seat is properly adjusted according to your weight and height. If the current seat is not recommended for the vibration characteristics of your rig and tasks, exchange it for a more suitable seat. As well, keep your tires inflated appropriately for the ground surface to ensure the smoothest ride possible. For lift trucks, sweepers and other mobile equipment, replace solid tires before they reach their wear limits. For off-road vehicles and mobile equipment, make use of these builtin features: seats with armrests and lumbar support, air-ride suspension and/or suspended cabs, and properly inflated tires.

As you drive, adopt a smooth, fluid style when steering, braking, accelerating, and shifting gears. When operating attached equipment, such as excavator buckets, avoid causing sudden jerks by minimizing solid contact with the ground. As you know, one obvious contributing factor for WBV – external road conditions, is out of your control. Ideally, every entranceway, road and highway surface would be smooth and well maintained. But, that is not reality. Since rough, bumpy roadways naturally increase WBV, try these strategies to reduce their impact. When you already know your route includes extended kilometers of construction and/or poorly maintained roads, find another route, if possible. If rerouting is not possible, reduce speed to match the road conditions and decrease the severity of vibrations. Once you’ve passed a particularly rough stretch of road, pull over, get out of your rig and stretch to allow your body to recover. Although in the trucking industry, there may be bumps along the road, you can avoid WBV conditions by reducing bad vibes.

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

2016-10-07 9:43 AM

TRUCK November 2016 NEWS

TAX TALK

Tax Fleet, Small TalkAttitude Big SCOTT TAYLOR

S

o it’s November and all of you organized owneroperators are making adjustments to your business now that you know what your bottom line will most likely be this year. Maybe you increase or decrease your next few monthly tax installments. Or slow down as the year wraps up because it looks like you’re at the top of a tax bracket and don’t want to go over. I’ve always said the first dollar you make each year is the best dollar because you get to keep all of it. As the year goes by each dollar gets progressively worse because CRA takes more and more. Do you really want to get out of bed for 60-70% of a dollar? Hey, if you want or need the 60 cents then grab a coffee and go. But realize what your real take-home is. Maybe you say no to dispatch and

I’ve always said the first dollar you make each year is the best dollar because you get to keep all of it. Do you really want to get out of bed for 60-70% of a dollar? stay under the covers. At least you’re making an informed choice because you have your business affairs in order. But if you’re the type who keeps receipts stuffed in the desk drawer, you don’t know where you stand as the year comes to a close. All that’s certain is at some point you’re going to pay the price in time, effort, mental stress, and cash. And yes, I’m trying to scare you straight because I don’t want you to bring me a grocery bag full of state-

The book-smart owner-operator married couple – who had a bad accountant. They late-filed their 2013 tax return and we’re now finishing their 2014 and 2015 returns. To keep the math simple, if they owe $10,000 each year between CPP and income tax – which by the way is how much is owed on only approximately $43,000 of net income – they’re penalized for two years at 2% per month.

33

In real dollars, that’s about $400 a month or $6,000 total. When you’re running hard it’s tough to find time to manage your business but it’s critical to your longterm success. But show me an owner-operator on his third truck and I guarantee you he’s not just putting in the miles. In fact, this month and next, his books might be telling him to slow down and sleep in.

Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owner-operators. Learn more at www.tfsgroup.com or call 800-461-5970.

ments and receipts in February when you can get organized now. Here are some basic points to consider: GST/HST: When you started your business did you contact CRA and set up your GST/HST account? CRA will only back-date registrations 30 days so if you bought your truck in May and haven’t done this yet you can say goodbye to most of your GST/HST refunds from fuel, repairs, etc. from May to September. Incorporating: Have you talked to an accountant about whether it’s better for you to incorporate or be a sole proprietor? There are enough incorporated owner-operators out there that something has convinced them make that choice. Receipts: How are you keeping track? Do you know you which receipts to keep? Personal vehicles: Are you tracking the business use of your personal vehicle for all those meetings at your carrier when you first started? Penalties and interest: If you were in business prior to 2016 and just couldn’t find the time to file your tax return last year, the penalties for not filing are adding up. If you owe tax for 2015 and didn’t file your return on time, CRA will charge you a late-filing penalty of 5% of your 2015 balance owing plus 1% of your balance owing for each full month your return is late, to a maximum of 12 months. If CRA charged a late-filing penalty on your return for 2012, 2013, or 2014 then your late-filing penalty for 2015 may be 10% of your 2015 balance owing, plus 2% of your 2015 balance owing for each full month your return is late, to a maximum of 20 months. We recently took on a new client – a

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pg 33 tn nov v3.indd 33

2016-10-12 11:58 AM

34 INSIGHTS

The best of industry on display

Private Matters MIKE MILLIAN

S

eptember is one of my favorite months of the year. The weather is cool, clean and fresh, the leaves start to turn colors and provide us with amazing scenery. Baseball playoffs are just around the corner, the hockey season is just beginning and for a few days, even Maple Leafs fans like me can be optimistic as news out of camps is always positive and the reality of another losing season has not yet set in. Another reason September is one of the months I look forward to is there are some truly amazing events in the month that showcase the best our industry has to offer and at the same time show the charitable side of trucking and the in-

dustry as a whole. On the charitable side, September is the month that six different truck convoys for Special Olympics occur all across this great land. If this is an event you have never been to, try to make it out to one of the events in your region next year. The camaraderie among the truck drivers, fleet owners, suppliers to the industry, trucking associations and generally all sectors of the industry is on display and at its best. Everyone volunteering, attending and donating to this great cause puts any personal agendas aside and is selflessly giving of their time and support to ensure the experience for the athletes is the best it can be. The smiles on the faces of the athletes is reward enough for the drivers and rest

of the volunteers and it shows. The World’s Largest Convoy for Special Olympics takes place in Alberta, Saskatchewan, Manitoba, Nova Scotia and two locations in Ontario. The Paris, Ont. convoy took place on Sept. 16-17 this year

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and was their 12th annual event. I was lucky enough to be able to attend a portion of the festivities this year and look forward to being able to participate more next year. The Paris Convoy alone had 74 trucks and raised over $52,000 this year. It has raised over $530,000 since 2005. Several fleets were represented and included private and for-hire companies and drivers. This was a truly heartwarming event and if you have not attended before, I encourage you to get involved next year – you won’t be disappointed. Another event in September that showcases the most talented and professional drivers of the industry occurred on the weekend of Sept. 16-18 in Brantford, Ont. The National Truck Driving Championships is a yearly event that brings together drivers from all over the country. To even reach the nationals the drivers must have already competed at regional and provincial championships and placed in the top of their field to advance. Drivers compete in five different categories, which are: straight truck; single-single; single-tandem; tandem-tandem; and B-train. The drivers must complete a written test on trucking safety and knowledge, complete a pre-trip inspection where they identify defects, and then finally the driving course. Drivers must drive through obstacle courses that have been set up and then back into a simulated loading dock. Each cone knocked over or scraped deducts points from the driver’s score. Private fleets were well represented at the event, with the Grand Champion being Bryon Winfield of Home Hardware, and the Rookie of the Year being Robert Smith of Tim Hortons. A full list of the winners can be found on pg. 31.

Events such as convoys and driving championships should help to dispel the myths and image problems that we have in this industry.

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Events such as these should help to dispel the myths and image problems that we have in this industry. The convoy is just one of several examples of charitable events that the trucking industry gets involved in every year. The truck driving championships display the true skill and professionalism that today’s professional drivers have. Unfortunately, no one outside of the industry knows about these events. We need to find a way to ensure the general public is more aware of these types of events and that they are encouraged to participate. If we can get the general population to come out and attend these events and interact with our industry, perhaps this would be the first step of many to improve our image and get more people interested in joining the profession.

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pg 34 tn nov v3.indd 34

Mike Millian is president of the Private Motor Truck Council of Canada, the only national association that represents the views and interests of the private fleet industry. He can be reached at trucks@pmtc.ca.

2016-10-07 2:07 PM

35

TRUCK November 2016 NEWS

Independent with attitude BILL CAMERON

E

rroneous word of mouth often chases away driver applicants from what could be a good job. I know this first-hand. Below are some examples of how rumors prevented drivers from landing a good job with our small fleet. Some of these may sound familiar; likely the same nonsense you’ve heard about other carriers. “Chuck” applied as an owner-operator, eager to work at a busier company at higher rates within a 550-mile radius. He immediately showed his unwillingness to work. He parked at his favorite truck stops every night, even if that was at 6 p.m. and never left before 8 a.m. He would leave every Sunday, delivering his second reload Friday morning. Although every other driver was running five trips every two weeks, Chuck couldn’t understand why he was leaving every Sunday, and only getting two trips per week. “George,” a mechanic, was told to

Don’t always believe the rumor mill sands. CRA emptied his bank account, the truck payment bounced, and the truck was taken. “Milo” bought a new truck. Besides new truck downtime, he bought a bad batch of fuel. The tow bill, and incomplete tank draining, as well as the loss of a tank of fuel was about $2,000. Fuel filters continued clogging. We encouraged him to buy a filter wrench and carry spare filters, offering shop space to completely and properly drain his tanks. Instead, he drove until the truck quit, then called another tow truck, not once, but three times. After the third time, the truck was lost. According to the rumor mill, I put

both these people out of business. “Don” was an exceptional company driver. Because of personal issues, he needed more home time. Sunday, I drove the first trip of the week. There would be another trailer loaded for him to leave with Tuesday, giving him a long weekend every week. This was met with approval, until he complained of low revenue. We checked payroll. As of September, he’d earned only $1,000 less than the prior year, while enjoying long weekends. His spouse assured him that he had actually earned $10,000 less, so we were obviously lying – pay stubs be damned. The rumor mill says he was treated poorly.

“Tom,” a long-time flatbed owneroperator, wanted to be at home until Sunday night. Within a month, that became Monday morning, insisting on being home Friday afternoon. create his own work schedule, as long as repairs and maintenance were completed to our standards. With the work nature of a combination of US and local trucks, with the exception of unexpected issues, this would be an evening position from mid-week with Saturday being a full workday. This was supposedly perfect for him. He showed up for work daily at 8:30 a.m., with no equipment present until mid-afternoon. The shop was never cleaned or parts inventoried. He quit, saying the job was “too demanding.” I discovered our maintenance standards had been ignored. I’m not sure where his time was spent, honestly. These former employees will tell you I’m a slave driver. “Ron,” an owner-operator, came crying that another month at his current employer would bankrupt him. He was a master of wasting time and miles. His finance company called to verify his employment, informing us he had missed two payments at previous employers. One more and they were taking the truck. We also became aware that he hadn’t paid income tax in several years, and owed CRA thou-

pg 35 tn nov v3.indd 35

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2016-10-11 9:33 AM

36 INSIGHTS

Beware the robo truckers

Over the Road AL GOODHALL

“R

obots Could Replace 1.7 Million Truckers in the Next Decade.” That is a headline from the Los Angeles Times on Sept. 25 of this year. The article stated that trucking will likely be the first type of driving to be fully automated because long-haul trucks spend most of their time on highways, which are the easiest roads to navigate without human intervention. As drivers we have heard it all before. It is all just talk, isn’t it? Or is it? Earlier this year I listened to Tom Wheeler, chairman of the US Federal Communications Commission (FCC),

speaking to the National Press Club in Washington, D.C. The topic was 5G wireless networks and making the expansion of 5G a national priority in order to compete in our increasingly interconnected world. 5G is fibre fast without the cable connection. Think of a surgeon in a virtual reality setting performing surgery on a patient on the other side of the globe in real time. Response times on this network are only one millisecond, or 1/1,000th of a second. Wheeler outlined how this wirelessly connected powerful processing network, centralized in the cloud, is fully capable of controling autonomous vehicles, energy grids, utilities, etc. Wheeler also stated that we have always underestimated the innovation that

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mated to end up with 100,000 users in the US by the year 2000 and the actual number ended up to be more than 100 million. But it’s all still just talk, right? If it is, you have to ask yourself why 45% of the jobs in the workforce are now automated, according to Andy Stern, author of Raising the Floor: How a Universal Basic Income Can Renew Our Economy and Rebuild the American Dream. Stern brings together a host of business experts and futurists who support his position that a massive disruption in the economy is pending as a result of automation and it is not being adequately addressed. A tsunami of job losses on the horizon is how Stern describes the near future. Think of what you have seen in just the past few months even if you follow news in the trucking industry halfheartedly. Uber partnered with Ford to start providing driverless cars to customers in Philadelphia to test its driverless systems. This starts to normalize the public acceptance of autonomous vehicles. Volvo has fully operational autonomous vehicles in European mining operations. Truck News reported last month on the platooning technology that is being put into use in Europe and in September of this year the Michigan State Senate approved a law allowing trucks to drive autonomously in platoons. Several other states have this legislation in place, also. Those examples are but a small taste of how automation, which has been met with scorn in many driver circles, is on the brink of exponential growth. So the

We don’t know exactly how things will play out but the fact that fewer human beings will be required to move freight down the road in the near future is obvious. claim of replacing 1.7 million drivers in the next decade is not a pipe dream. It’s a reality we need to face as professional drivers, or at least the 50% of us who won’t be retired by 2025. Do not forget that driver wages represent approximately one third of the costs companies pay to move freight down the road. Reducing that cost is one of the primary goals of business. Drivers need to stop thinking that there are only two options on the table, those being a fully automated world with no drivers or the world as it is with a driver in every vehicle. The simple answer is we don’t know exactly how things will play out, but the fact that fewer human beings will be required to move freight down the road in the near future is obvious. Absent from this is how the trucking industry is going to act as millions of middle income jobs come under threat. As a driver, you should be thinking deeply about this and developing a contingency plan of your own.

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 @Al_Goodhall.

2016-10-11 9:35 AM

TRUCK November 2016 NEWS

SAFETY

Ask the Expert KEVIN DUTCHAK

R

ecently, I was training for a marathon with one of my son’s friends. We were running along a trail and as we approached a roadway, a car driver figured we would be crossing the street and came to a stop. Although we both took advantage of his consideration and waved as we trotted across the road, my running buddy remarked that he didn’t like what had just happened. He explained that a few weeks earlier he was almost involved in a rear-end collision when a driver in front of him had performed a similar maneuver. According to him, the driver in front was not “following the rules,” and my friend had to hit the brakes to avoid a collision. Earlier this year, the same friend shared a video on social media about driving in a snowstorm. And as he drove, he recorded the road conditions on video. (No, he shouldn’t have been filming, but bear with me). Visibility was poor, with the occasional whiteout. Just as conditions started to clear, a significantly slower car traveling in the same direction came into view ahead of him. The man had to swerve abruptly in order to avoid hitting him. Fortunately, there was nobody in the next lane. Don’t get me wrong, I like this guy. He is a husband to his high school sweetheart, father to identical twins and very successful with a passion for life and a drive to do better. However, when he gets behind the wheel, he makes a critical error that I see a lot of drivers make. He assumes other drivers are going to behave the way he expects them to. Couple that with a belief that you intimately know the rules of the road, and you have a dangerous combination that significantly increases the likelihood of a crash. This got me thinking: How often do we make assumptions about other drivers’ actions, regardless of what the rules of the road are? I call it “assumed driving.”

If there’s one thing I have learned in the years I have driven, it is that people have different interpretations of what is expected on the roadways.

Watch out for ‘assumed driving’ start moving. This may not only prevent rear-end collisions, but also re-establishes visibility and a safe following distance. Another, even more dangerous example: traveling on a multiple-lane roadway, you notice traffic is stopped in the right lane while you’re traveling in the passing lane; then, you see there’s no crosswalk or that the crosswalk lights have not been activated so you continue to move forward, only to have somebody on a bike suddenly appear in front of you. You might have been following the rules of the road, and the accident might not have been your fault but if you were to strike the cyclist, the fact you were following the rules won’t make you feel better. Defensive driving requires that you make allowances for others’ mis-

takes. “But I was doing everything right,” doesn’t justify an accident, never mind who is at fault. A pending collision is the worst time to enforce your legal rights. The nature of assumptions is that we tend to make them when we’re not entirely sure of the whole situation. Often, our assumptions may prove to be accurate, but we must treat them as suspect. There can always be variables we don’t know about, such as that rogue cyclist or the driver ahead of us who is changing the radio station and not aware that the light has turned green. Be careful not to make assumptions, such as: that another vehicle is not going to abruptly stop in front of us; that the car in front will move as soon as the light turns green; and that traffic stopped in

37

the right lane, while we’re passing on the left, means we can proceed without caution. Finally, never rely on your understanding of the rules of the road to guide your assumptions. If there’s one thing I have learned in the years I have driven, it is that people have different interpretations of what is expected on the roadways. Take care out there. Drive defensively, protect yourself and others, even when they make a mistake, and finally, never assume.

This month’s expert is Kevin Dutchak, risk services specialist with Northbridge Insurance. Kevin has served the trucking industry for more than 25 years as a driver, in operations, safety, training and risk management services. Northbridge Insurance is a leading Canadian commercial insurer. Working with its broker partners, its focus is on understanding the needs of its customers and on creating solutions that make a difference to their success. You can visit us them at www.nbins.com.

Lest we forget

Your expectations of what you think other drivers should do actually increases your risk of an accident. Another example: A driver waiting behind traffic at a red light might assume that the vehicle in front will start moving as soon as the light turns green. Most often, the “assuming” driver will realize the car has not moved yet and will stop in time. But sometimes, the driver is unable to stop in time and a rear-end collision occurs. This is where the tried-and-true defensive driving technique of waiting three seconds prior to moving comes into play. Count off a quick three seconds and then

pg 36-37 tn nov v3.indd 33

2016-10-11 12:50 PM

38 LED LIGHTING

TRUCK November 2016 NEWS

LEDs light up the night OEMs and fleets alike are turning to LED lighting systems to cut costs, enhance safety and reduce maintenance demands. Truck-Lite LED Headlights

Stock Halogen Headlights

By Jack Roberts

Y

ou don’t have to travel far down a darkened road before you see the bluish-white glow of LED headlamps coming your way. And increasingly, those LEDs are lighting the way for heavy-duty trucks. Fleets and OEMs alike are discovering that aside from the obvious illumination advantages they offer over halogen lamps, LEDs have a lot to offer drivers. LED lights are actually quite different from conventional headlamps and halogen bulbs, which both apply an electrical current to a filament material. The filament burns brightly, and carefully aligned mirrors at the back of the bulb assembly project the light outward. An LED light is a light-emitting diode, which works in a markedly different fashion than a filament bulb. LEDs are actually small superconductors, and the light they emit is created by electrons moving at an insanely high rate of speed through the superconductor material. Because LEDs don’t burn anything to produce light, they operate at much cooler temperatures than conventional vehicle lamps and last many thousands of hours longer, to boot. “LEDs have been around since the late 80s, so they’ve been around for 30 years, but at first the cost was prohibitive,” explains Brian Norris, optical engineer manager for Grote Industries. “As costs have come down, light developers have more freedom to create new and improved lights, as you are starting to see more and more.” Freightliner recently announced that from now on, LEDs will be the standard lighting spec’ on all its new trucks, including brake and marker lights. “There are three main reasons we decided to go with all LEDs,” says

pg 38 tn nov v3.indd 38

Ryan Major, on-highway market analyst for Freightliner. “They last about 10 times longer than conventional bulbs and have less of a draw on a vehicle’s electrical system. But safety is the main reason: The white light they give off is a more natural color that the brain perceives as sunlight. And we feel there are definite advantages for drivers because of this characteristic.” “LED technology is perfect for the ground vehicle transportation industry due to the fact that it is solid state, highly resistant to shock and vibration and operates on 75% less power than incandescent components,” adds Andrew Liuzzo, marketing communications specialist for Truck-Lite. The monochromatic nature of LEDs helps to make the lit appearance of signal lamps appear brighter than incandescent lamps that measure equal photometric output. In addition to illuminating more of the roadway, Liuzzo says wavelength produced by LED lighting falls within the melatonin suppression zone, due to higher intensity wavelengths that cover more of the color spectrum than halogen bulbs. “This frequency has been proven to reduce drowsiness, similar to the way watching TV or other backlit screens before bed can negatively affect one’s REM cycle,” he notes. “Furthermore, the improved visibility offered by LED lighting reduces the risk of accidents by illuminating both a longer distance and a broader width on the roadway, making unexpected obstacles appear sooner. Truck-Lite’s enhanced beam pattern created with state-of-the-art optical design software highlights more of the road without causing discomfort glare or disturbance to oncoming traffic. Not only does this significantly increase driver safety, but

Safety is a major factor for considering LED vehicle lighting: the white light they give off is a more natural color that the brain perceives as sunlight, reducing driver fatigue and increasing alertness while driving at night.

the reduced risk of accidents can also reduce maintenance and repair costs over the life of the vehicle.” Warmer yellow colors like those produced by other lighting options have a tendency to add to driver fatigue, Norris adds. If the lighting color is more blue it gives better contrast (similar to daytime sunlight) and drivers tend to be more awake. Increased lumens is also a factor. This puts more light on the road in front of you. LEDs also better illuminate colors. Correct colors help objects, such as a deer, stand out from the background and be seen by drivers. Equally important is that LED lighting dramatically exceeds the lifespan of traditional halogen bulbs, according to Liuzzo. In terms of forward lighting, he says a typical halogen lamp will have a B50 life rating of 1,000 hours on low beam (320 hours on high beam). By contrast, LED headlights have a life rating of 30,000 hours. “Not only do the numbers speak for themselves,” he adds. “But the standards to which they are tested are also noteworthy: 50% of halogen lamps are permitted to fail and still receive the same life rating, while LEDs are expected to last the life of the vehicle.” And that light stays consistent throughout the life of the LED, too. While the light output of halogen headlights can depreciate up to 25% over their first 100 hours of life, Liuzzo says LED headlights will produce a consistent light output over their lifetime, with only a 7% drop in lumen output over 25,000 hours. “Coupled with Truck-Lite’s propri-

etary Diamond Shell 2.0 lens coating, LED headlights will stand up to the hazing and crazing that plagues typical headlamps,” he says. “As a result, the eliminated need for maintenance, buffing and polishing can only boost the fleet’s bottom line over the course of the truck’s life.” And while LEDs cost more than conventional bulbs, Norris says fleets are finding that their long life more than justifies the added expends. For starters, he notes, LEDs are also more energy efficient because they require less wattage to operate. This makes the wear and tear on a vehicle’s electrical system much less as it isn’t working as hard to operate. Also with lower current, a lower gauge of wire can be used. This allows for a lower vehicle weight and therefore, better fuel economy. And in normal operation, LEDs will last anywhere from 35,000 to 50,000 hours, which is roughly 10 times as long as incandescent lights. This means less downtime for light replacement and maintenance. Another factor Major points to is better CSA scores for fleets using LEDs. They’re just so much more durable, there’s a lot less chance one will go out and give a DOT officer a reason to pull a truck over and cite the driver. Liuzzo says Truck-Lite expects LED technology to continue to improve, while the lumens-per-dollar cost of LED technology will continue to improve, as will lumens-per-watts performance. “We foresee a future where LEDs will cost less,” he says, “while still offering the same great, if not better, performance in years to come.”

2016-10-11 3:32 PM

TN Marketplace November Pages 2016-10-11 10:14 AM Page 39

November 2016

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TRUCK November 2016 NEWS

TRUCK CONVOYS

47

Ontario doubles down on fundraising for Special Olympics For the first time, two World’s Largest Truck Convoys for Special Olympics are held in Ontario BRAMPTON AND PARIS, ONTARIO It was a rainy, gloomy, humid, miserable Saturday in Brampton Sept. 10, but that wasn’t enough to chase away the radiant smiles and bright spirits of the Special Olympians gathered at the Powerade Centre and the truckers who were there to support them. The event was the first-ever World’s Largest Truck Convoy for Special Olympics to be held in the Greater Toronto Area, run concurrently with the Law Enforcement Torch Run for Special Olympics sponsored by Peel Regional Police. It marked the first time Ontario has hosted two truck convoys for Special Oympics, with the traditional Paris convoy held the following weekend. “Drivers wanted to have a closer place to come as opposed to going to Paris,” said convoy organizer Don Dunphy. “Peel Police said ‘We’ll host it and bring it to the GTA’.” Twenty-nine trucks participated, which Dunphy said was a good number for a first-time event. While the funds raised hadn’t been fully counted, Dunphy said he felt the event was on pace to raise more than $20,000 for Special Olympics, including money raised by the Law Enforcement Torch Run and on-site activities such as a 5050 draw and auction. Even toll highway operator 407/ETR got on-board, signing on as a corporate sponsor and waiving the fees for all convoy participants. The free-flowing 407 was a nice alternative to traffic-choked Hwy. 401. About 30 Special Olympics athletes participated in various ways; some rode in trucks, others in police cruisers and the majority in a police bus that followed along in the convoy. Dunphy said there were no complaints about the weather. “We had a little bit of rain but the riders dressed for it, the truckers don’t care and the athletes – rain or shine, they’re all for it and having a great time,” he said. The Paris event traditionally draws about 80 trucks and Dunphy is hopeful that with some more awareness, the GTA convoy can match that num-

Atlantic Canada does trucking industry proud Continued from page 1

where 80% goes to the business of it, and 20% goes to the cause.” Convoy for Hope – Atlantic says it guarantees that less than 10% of funds raised go to necessary expenses like licensing fees, web domains, and banking fees. Overall, Phillips said the day was one they hope to see each and every year. “We were very overwhelmed at the support and camaraderie we saw that day,” she said. “It was a way to remember those we lost and honor those who won their battle.”

pg 31, 47 tn nov v3.indd 47

ber next year. The lead truck belonged to Excel Transportation owner-operator Sauch Khannd. He said he thoroughly enjoyed leading such an important convoy. Excel had more trucks entered than any other company, a total of nine, and raised more than $5,000 between them, according to company president Roy McCullough. “My wife works with Peel Police and we participated in the Torch Run in previous years, so we decided to get involved,” McCullough said. On Sept. 17, the 12th annual World’s Largest Convoy in support of Special Olympics was held in Paris, Ont. The convoy is unique from others in that drivers who raise money for Special Olympics Ontario to participate in the convoy, get paired up with a Special Olympics athlete who rides in the truck with them for the 120-kilometer trek from Paris to London, Ont. and back. And from the time the athletes walk through the doors of the Paris Fairgrounds to meet their driver partners, it’s all smiles – from the drivers, volunteers and the athletes themselves. “The truck drivers are so sincere,” said Kaitlyn Lindensmith, a district developer for Special Olympics Ontario. “As soon as they walk in here they’re beaming and they’re so excited to be partnered up with an athlete. They come here and they tell us about how they remember the athlete they had ride with them years ago in the convoy.” “And for the athletes, it’s just a hoot for them,” added Jim Murray, event advisor for Special Olympics Ontario. “They love riding in the trucks with the drivers.” This year, the event saw 74 trucks participate (up two from last year) and Tammy Blackwell, the long-time event coordinator, said that this year the event had the most athletes ever join the convoy. “We have 50 athletes here today, which is the largest number of athletes we’ve ever had at the convoy, so we’re really happy about that,” Blackwell said. “I have seen the impact the convoy has had over the years, not only on the athletes but with the drivers. This event and the relationships between the athletes and the truckers go beyond just this one day. “And we have law enforcement here from all over – Halton, London, and Peel who are helping to support the cause,” Blackwell added. Since its inception in 2005, the event has raised more than $530,000 and that number is growing. At the time this story was published, funds weren’t all tallied up, but Blackwell said she knows the funds raised this year already surpass last year’s $52,000 raised. “Our drivers and our sponsors blow me away every year. Just when I think I’ve seen it all, they surprise me and bring in more money than I can imagine,” she said. “We’ve had some drivers bring in $10,000 themselves and I don’t know how they do it. But we are so thankful for them.” One driver in particular was honored this year for his long-time generosity to the cause. To date, Donald Poll of Drumbo Transport has raised more than $50,000 for the event and

Volunteers, Special Olympians and their families salute truck drivers participating in the World’s Largest Truck Convoy for Special Olympics in Paris, Ont. Sept. 17.

to thank him, Blackwell had a special Kenworth Texas bumper made for him and his truck. Special Olympics Ontario says the funds that get raised at the convoy go right back to the athletes and the community one way or another, whether it’s to pay for renting out arenas, sports equipment or to help pay for transportation for the athletes to travel for different sports events. Most of all, the event really raises awareness for Special Olympics and what they do for communities all over the province. “One of the Special Olympics’ big-

gest obstacle is public awareness,” Lindensmith said. “Not many know about us or what we do, so having a big convoy driving down the 401 for us is huge because it gets us out there.” “It’s the big-hearted trucking community that helps raise the funds and awareness for the Special Olympics movement,” added Glenn MacDonell, president and CEO of Special Olympics Ontario. “The athletes and those that benefit from the proceeds look forward to this event every year.” The event also had a 50/50 draw and a raffle to help drive up funds raised.

Rosenau Transport got behind the Alberta convoy and hosted the starting and ending point along the route.

Western provinces do their part WINNIPEG, MANITOBA The 2016 World’s Largest Truck Convoy rolled around Winnipeg’s Perimeter Highway Sept. 10, with nearly 200 trucks taking part and raising more than $62,000 for Special Olympics. Darren Anderson, manager of the Law Enforcement Torch Run and regional fundraising, said that 30 of the trucks that were part of the convoy were from Bison Transport, and the Winnipeg, Man. company easily took home the honor of “Most Trucks Entered.” Manitoba Trucking Association (MTA) executive director Terry Shaw said it was important to raise money and awareness for Special Olympics Manitoba. “Being able to connect that to a celebration of the trucking industry in Manitoba makes the event even more special and one that the MTA is a proud supporter of,” Shaw said. Several MTA members took part in the convoy, as did a large segment of its non-driving members who showed up to help stage trucks, prepare meals and set up for the event. MTA employees also help year-round as part of the convoy’s organizing committee. Saskatchewan also celebrated 10 years of the World’s Largest Truck Convoy in the prairie province. Taking place Sept. 10, the convoy made its way from Saskatoon to Regina and raised $17,000 for Special Olympics Saskatchewan. Drivers taking part in the convoy enjoyed a breakfast in Saskatoon and celebration barbecue in Regina. Lorrie Sitler, coordinator of the Alberta Law Enforcement Torch Run, said $10,000 was raised for Special Olympics Alberta during the Sept. 17 truck convoy in Calgary, Alta. This year’s convoy started and ended at Rosenau Transport in the southeast part of the city, where a barbecue was held following the event, as well as a live performance by country singer Mary Ann Oxtoby. Sixty-one drivers took part in the Alberta convoy, with funds being used to support sports programs in the Calgary area, which will help 1,600 Special Olympics athletes in the municipality. B.C. did not hold a truck convoy event this year.

2016-10-11 9:49 AM

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2016-10-11 3:15 PM

TRUCK NEWS

November 2016

49

Electronic logging devices are an invasion of privacy

Action Trailer Sales ............................... 45

Morgan’s Diesel Truck Parts ..................... 42

Atlantis Radiator .................................. 41

Northheat Anti-Idling ............................. 41

Benson Tire ....................................... 39

Skiddd............................................. 43

Capacity of Ontario (Div. of Altruck Group) ...... 44

Texis Truck Exhaust .............................. 43

Dependable Truck & Tank........................ 41

The Truck Exhaust Place ......................... 40

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Eastway Tank & Emergency Vehicles ........... 42

Trison Tarps ....................................... 40

Equilease .......................................... 40

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Kingpin Specialists ............................... 44

XL Radiators ...................................... 43

I write this letter out of grave concern for the Canadian trucking industry as a whole, but particularly for the small carriers, the drivers and owner-operators. A fundamental freedom in Canada, under the Charter of Rights and Freedoms, is that one is innocent until proven guilty. Additionally, we are all guaranteed protection against unreasonable search and seizure. Though no rights are absolute, I would humbly suggest that the trucking industry is already unduly subject to an overbearing obligation to continually prove its innocence whereas the burden should be on that of the authorities to prove guilt in appropriate circumstances. Particularly, the electronic logging device (ELD) and the whole supporting rationale is fundamentally flawed as there would be an overwhelming burden of proof being placed on the driver whereas it should not be. On this premise alone, the proposed changes to federal and provincial legislation should be abandoned in their entirety. It is very foretelling to note that Transport Canada’s own language in its recent request for comments on the ELD proposal, interchanges the terms “equipment” and “driver(s)” as equals. Currently, government-mandated electronic monitoring of an individual is limited to extreme cases within the criminal justice system, where one’s rights have been severely restricted in support of society’s greater right to protection. The ELD mandate in its entirety is an unwarranted and less than subtle attempt by Transport Canada, with support from the Canadian Council of Motor Transport Administrators, Canadian Trucking Alliance, and other misguided groups to illegally and impetuously electronically violate an individual’s rights by tracking the piece of equipment they are operating without any benefit to society or the safety thereof. Transport Canada has not provided its own verifiable independent research showing that an ELD mandate would actually improve safety, rather its own cost-benefit analysis states that 99.1% of all benefits are attributed to large carrier financial savings. If Transport Canada and carrier associations were serious about safety they would abandon ELD and advocate strenuously for much more simple man-

dates, such as: minimum reflective standards for the many near-impossible-tosee-in-the-dark roads across Canada; or minimum driver training standards; or removal of speed limiting devices which lead to many unsafe maneuvers by cars desperate to get around unnecessarily slow moving trucks. CTA’s own website is duplicitous, indicating support of an ELD compulsory mandate and numerous safety slogans, such as “Trucks are the safest vehicles on the road” – indeed they are! However, these current safety statistics were accomplished without a compulsory ELD mandate. As to alleged savings, large carriers are the primary benefactors of ELDs. In reality, this mandate would cause a significant undue financial burden on many small carriers and owner-operators, not just in the technology itself, but also installation, maintenance costs, additional training costs as well as further exacerbating the recruitment and retention of good professional drivers. Citizens of this great country do not appreciate “big brother” micro-managing their every move under the guise of safety, and many drivers consider ELDs an affront to their professionalism. Filling out a paper log is not an undue burden, however researching, purchasing, installing, and maintaining ELDs would be. Furthermore, it is very disturbing that Transport Canada’s mandate is based directly and overwhelmingly upon the proposed flawed US Federal Motor Carrier Safety Administration rule. Hoursof-service regulations in Canada are substantively different and considerably better than their US counterparts, thus it is perplexing that the Canadian industry would “roll over” and adopt and promote a flawed ideology from the south. Furthermore, this FMCSA ELD rule is currently being challenged before the US Seventh Circuit Court and we would be wise to avoid basing this country’s laws on the US’s legal quandaries. The Canadian trucking industry needs to seriously question the legality, necessity, actual safety benefit and savings of this perpetrated ELD propaganda. I respectfully submit the initiative to mandate ELD use by legislation, is at best woefully misinformed and at worse undermines the very freedoms this great country is built upon. Dave Holleman Mission, B.C.

King Radiator Inc................................. 44

ALPHABETICAL LIST Accutrac Capital Solutions ......................11

Liquid Capital Midwest Corp. .....................17

B.F. Goodrich...................................... 54

Mack Trucks Canada ............................... 2

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Michelin Tires (Canada) Ltd .................. 50,56

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Ontario Drivers Medical .......................... 48

Career Opportunities ........ 22,23,24,25,26,27,

PeopleNet Communications ......................13

.................... 28,29,30,31,32,33,34,35,36,37

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Schneider National ............................... 33 Scotlynn Commodities ........................... 26 Shell Canada Products Ltd. .................... 55 SLH Transport .................................... 28 Stateside Transportation Consultants ............51 Tankmart International ............................14

Contrans .......................................... 36

Texis Truck Exhaust ........................ 9,43,49

Crossword Puzzle & Solution ............... 9,49

The Rosedale Group.............................. 37

Davis Fuels .........................................18

Thermo King Eastern Canada .................. 6,15

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Erb Group ......................................... 31

Transport Financial Services ..................... 49

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Forbes-Hewlett Transport...................... 34

Truck News Subscription ...................... 48

Glasvan Great Dane Sales ......................... 7

TruckPro/UAP......................................51

Great Dane Trailers ................................10 H&R Transport ...................................... 8 Healthy Trucker (A Division of NAL Insurance) ................................. 12,13 Holmes Freight Lines ............................. 23 Howes Lubricator Products .......................16 Hyndman (A Celadon Company)................. 32

Thunderstruck Trucking.......................... 27 Trucks For Change ................................. 5 UniRoyal – Newland Transport ................ 52 Villeneuve Tank Lines ........................... 23 Walmart Logistics ................................ 25 West Trans Auto .................................. 33

International Trucklines........................... 31

Wiersma Trucking ................................ 27

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2016-10-11 3:16 PM

50 FICTION

MARK DALTON : OWNER/OPERATOR

PART 1

By Edo van Belkom Mark’s phone rang, cutting out the oldies on satellite radio Mark had been listening to. He touched the small green button on his steering wheel and said, “Hello?” “Mark, it’s Bud.” It sounded urgent so Mark dispensed with the whole “Bud who?” thing and said, “What’s up?” “There’s a new brokerage company I’m going to be working with and they want to start shipping regular loads to the US. Three per week.” Mark said nothing, considering what Bud had said. Basically, Bud was offering Mark the chance to have a normal life working Monday to Friday and spending weekends, not exactly at home, but at least doing whatever it was he pleased. It was Mark’s chance to have a regular job, a predictable schedule and a steady income. That would be great, Mark knew. It was the sort of thing just about everyone in the trucking industry wanted and had to work years to achieve. And now…here it was. But Mark wasn’t sure he wanted it. Although older now, and having been driving trucks for close to 20 years, Mark still liked to do different things, go on new adventures. Maybe, he thought, if I had a wife and some children and needed to settle down he might take the offer, but he really didn’t want that right now. So he explained as much to Bud. “Listen, Mark,” Bud explained. “This is a new company starting out. “They’ve already got regular routes to the US, who knows where they will be in a year or five. I’m not asking you to take these loads for your sake – you’re already on the top of my list and can basically have any load you want. “Think of this as setting up a new customer for the other drivers that work for me. It’ll mean steadier work for them. And a lot of them want that sort of thing.” Mark hadn’t thought about the impact this might have on other drivers in Bud’s stable. Looking at it that way, it would be a good thing for everyone. “Look,” Bud continued. “I need the first few loads to be done right. Then, when things are more established, I can hand the loads off to other guys. That’s why I need you to take the first loads.” “You need me to be your guinea pig,” Mark said. “Absolutely. You’re the best guinea pig in the business.” “Alright,” Mark said. “For the other guys.” • Mark drove to Milton, just west of Toronto to pick up the first load, a shipment of metal parts destined for a

“Is it all good?” Mark asked as he took the envelope from the man. “I hope so.” “Hope so? What do you mean, hope so?” “Well, to be honest, I haven’t done a lot of these before.” “How many is not a lot?” “Well. None, actually. This is our first shipment.” Mark did not like the sounds of that. There were so many things that could go wrong with paperwork for loads going over the border that this had all the makings of a bad situation. Nevertheless, Mark had agreed to do this…for Bud and the other drivers working for him, so it was best just to get on with the job at hand. “Maybe you get lucky,” Mark said. “And everything’s done right.” “We’ve looked after everything at our end,” the man assured Mark. “Now it all depends on you.” Mark bristled at the hint that he might be the one to make a mistake, but let it slide because, after all, this guy was new and Mark was the part of this load with the years and years of experience. Mark drove around to the other side of the warehouse and found his trailer. He was careful with the numbers because all of the trailers in the yard were new, identically painted, with identification numbers all similar to each other, varying by a number here and a letter there. After he was sure he had the right trailer, he hooked it up to Mother Load and eased out of the yard. On the highway, however, due to the delay in the yard, Mark was fighting traffic all the way to Fort Erie and a trip that should have taken him about an hour-and-a-half tops, ended up taking well over three hours. But, Mark reasoned, if being a bit late and stuck in traffic is his only problem with this load, then he’s laughing. There were so many other things that could go wrong he didn’t even want to think about them. Luckily, when Mark reached the border, there were more cars than commercial vehicles making the crossing and he was able to get to the customs gate quickly. But…after a wait of 20 minutes, Mark was informed by the customs officer looking after his entry into the United States that there was a problem. “Of course there’s a problem!” Mark exclaims. “Why wouldn’t there be a problem? There’s always got to be a problem!”

factory located on the east end of Cleveland. “Hi, I’m Mark Dalton,” he said when he met the shipper. “I’m here to pick up a load headed for Ohio.” “Right,” the young man said. “It’s not loaded just yet.” Mark pressed his lips together to keep him from saying the wrong thing. Too many times in these kinds of situations Mark did not resist he urge to blurt out the first thing that came to his mind only to regret it – and have to apologize – later. “You don’t say,” was all Mark said, wondering if this young man in a plaid shirt, tapered jeans and a $40 haircut had ever driven a truck in his life, let alone crossed the border with a load. “It’s just being loaded now.” “You know, I get paid by the kilometer.” “I realize that, and I’m sorry.” Mark wanted to mention he wasn’t earning anything standing here talking, but the guy had already apologized to him, so saying anything now would just made Mark look like an ass. “I’ll be in my truck,” Mark said at last. “Let me know when it’s ready.” • A half-hour later the shipper knocked on Mark’s window and told him the load was ready and could be picked up around the other side of the warehouse.

Mark Dalton returns next month in Part 2 of Truckers without borders.

Illustration by Glenn McEvoy

Truckers without borders

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51

TRUCK November 2016 NEWS

NEW PRODUCTS Tires & Wheels Michelin has announced the addition of the Uniroyal LD10 for commercial trucks, a SmartWay-verified longhaul drive tire. It is available in two sizes, 275/80R22.5 with load range G and 11R22.5 with load range H. Michelin says the Uniroyal LD10 has an enhanced fuel-efficient compound designed for long, even wear and its three key features – pyramidal steel belts, insulating belt edge strips and a heavy-gauge inner liner – work together to reduce stress, promote endurance and protect the tire’s casing. • Yokohama Tire Corporation revealed its new BlueEarth commercial tire called the BluEarth 709L ultra widebase (UWB) drive tire. The new tire is SmartWay-verified and designed for maximum fuel efficiency. The 709L is available now in size 445/50R22.5. The tire has a six-year, three retread warranty. For more info, visit www.YokohamaTruck.com.

Trailers

brake rating and weighs 40 lbs lighter per tandem axle compared to the Bendix ADB22X air disc brake. The ADB22X-LT brake features a new pad with 8% more wearable volume, up to 40% improvement on wear rate and is said to provide increased payload capacity, improved fuel efficiency and shortened maintenance time.

Accessories Petro-Canada Lubricants recently revealed its API CK-4 and FA-4 oil line called Duron Next Generation. The new engine oils will be available to the market on Dec. 1, according to Petro-Canada, and were designed to surpass the demands of API CK-4 and FA-4 (formerly known as PC-11A and PC-11B). The product line will be available in four performance tiers: Duron HP (High Performance); Duron SHP (Super High Performance); Duron UHP (Ultra High Performance); and Duron Advanced (API FA-4). For more info, visit www.DURONthetougherthebetter.com. • Total Canada has announced the launch of its new Rubia Optima heavy-duty engine oils, engineered to the new API CK-4 and FA-4 specifications. The new Rubia Optima range is

designed for heavy-duty engines and complies with the new standard that will take effect in December. The company says its new CK-4 and FA-4 oils surpass the API requirements. CK-4 will be compatible with existing and older engines. The complete range of the new oils will be announced soon, Total says. • ExxonMobil revealed recently its new lineup of enhanced Mobil Delvac diesel engine oils that are designed to meet or exceed the CK-4 and FA-4 categories of API Proposed Category 11 (PC-11) specification. The new lineup includes improved versions of current Mobil Delvac offerings, including Mobil Delvac 1300 Super and fully synthetic Mobil Delvac 1 ESP 5W-40. In addition, the new lineup features lowviscosity Mobil Delvac Extreme semisynthetic oils. ExxonMobil conducted more than 30 million miles of on-road testing for the oils with major commercial vehicle manufacturers, engine builders and fleets. Results show how the new CK-4 and FA-4 formulations deliver significant performance improvements over today’s comparable CJ-4 oils. • Zonar Systems introduced Zonar Connect, a next-generation tablet that is electronic logging device ready with a software platform that allows fleets to

customize and upgrade based on individual needs and growth. The company said the rugged device was designed specifically for the rigors of the trucking environment, and is durable for both drivers and others, like enforcement, to handle. Key features on Zonar Connect include a quad-core processor with 2GB of built-in memory and 32GB of storage, automatic on-board recording device and hours of service regulations compliant and scalable Android platform. Zonar’s 2020 telematics mobile tablet will remain on the market, but be offered at a lower price point.

Components Eaton and Cummins have added a new torque rating to their SmartAdvantage powertrain. A new 1,850 lb.-ft. torque capacity transmission is now available for linehaul applications of up to 80,000 lbs GCW in the US and Canada, the companies announced. Built on the current Eaton and Cummins platform, the SmartAdvantage powertrain will be offered as a multi-torque model that is compatible with Cummins SmartTorque2 functionality available in ISX15 SA and X15 SA engines rated up to 500 hp and 1550/1850 lb.-ft. of torque, Eaton says.

Utility Trailer recently introduced new van and flatdeck trailers. The 4000DX Composite Tall Bottom Rail (TBR) trailer was designed for long-term performance and is an upgrade on the 4000D-X Composite. Utility says the bottom rail on the 4000D-X Composite TBR is 10 inches taller and 50% thicker at floor level than the standard bottom rail. The new product is engineered for heavy hauls that often incur a great deal of forklift abuse and lower wall rubbing, as well as with other features that help to deliver maximum strength and long-term performance, Utility said. The company also announced the introduction of a lighter-weight 4000AE flatbed trailer. The 4000AE flatbed replaces steel crossmembers with a new patent-pending design that uses aluminum crossmembers – contributing to an overall 536-lb weight reduction while adding a standard coil haul package. • Bendix has released the ADB22X-LT air disc brake, the first the company specifically engineered for trailers, which is now available to the North American commercial vehicle market. Offering a robust, optimal braking solution for a wide range of trailer needs, the air disc brake is produced by Bendix Spicer Foundation Brake, has a 23,000-lbs

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TRUCK NEWS

ANNOUNCEMENTS

November 2016

53

Consolidated Fastfrate names new v.p.; Meritor has a new Canadian rep; Alutrec bolsters Ontario ops; and Haldex, Stoughton make key appointments Consolidated Fastfrate has named Michael Adams as its new vice-president of logistics and commercial development. Working out of the Fastfrate head office in Woodbridge, Ont., Adams brings more than 22 years of experience with Canadian Pacific in marketing and sales, asset management and customer service, and most recently as the lead executive of a midstream oil and gas logistics company in Calgary, Alta. “Mike and I go back over 20 years, and I am excited about having him on board,” said Ron Tepper, Fastfrate CEO. “Along with heading up Fastfrate Integrated Logistics, Mike will be a key player in transitioning our perception in the industry as a road and rail LTL provider to an organization that develops end-to-end logistics solutions to better manage our clients’ supply chain. We have quietly excelled in this more sophisticated, problem solving space…it’s time we let more customers know about it.” • Alutrec, a Canadian trailer manufacturer based out of Quebec, has announced Tom Armes as its new Ontario sales representative. With 20 years of experience in sales and operations in the transportation industry, Alutrec said Armes will be tasked with providing outstanding sales and customer service in the province. Founded two decades ago, Alutrec designs and produces aluminum flatbed trailers. • Meritor has named Dean Stratton the company’s regional director of field sales and service for Canada. Based out of B.C., Stratton, in addition to identifying new products that meet specialized fleet needs, will lead six DriveForce district managers who are responsible for sales and service support for fleets, dealers and original equipment manufacturers in Canada. “Meritor has Canada well covered with Dean’s leadership and experience,” said James Taylor, general manager, North America field operations,

“as well as his strong, knowledgeable team that is focused on supporting customers across the country.” Stratton comes to the position with more than 30 years of experience in the Canadian trucking industry, most recently with Western Star Trucks as district manager of sales, as well as various management roles in marketing and regional sales in Western Canada and the US. • Truck, trailer and bus brake system manufacturer Haldex has named Walter Frankiewicz senior vice-president of sales for North America. Frankiewicz brings 30 years of experience from the automotive and commercial vehicle industries, and previously served as president of Bendix Spicer Foundation Brake, vice-president and general manager of strategy and business planning and global chassis systems for Meritor and president and general manager of ArvinMeritor. He also holds a B.S. in electrical engineering from Ohio State University. “We’re very pleased to welcome Walt to Haldex,” said Bo Annvik, president and CEO of Haldex. “He fully understands the challenges our customers are facing, and has the right combination of international leadership expertise and hands-on commercial experience within our industry. He will be a great addition to our group management team.” Frankiewicz will be based out of the company’s North American headquarters in Kansas City, Mo. • Stoughton Trailers has named a new vice-president of purchasing. John Payne, who was most recently vice-president of operations at the Lang Companies, will be responsible for global supply chain functions – sourcing, purchasing and materials strategy – in support of the company’s business growth plans. His previous positions included director of materials and executive director of supply chain management at Cummins Filtration and materials manager at Fluid Management.

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54 THE LAST WORD

TRUCK NEWS

November 2016

Building a business on customer loyalty

W

hen it comes to servicing the Great Lakes, Cavalier Transportation Services says it has

the area covered. The company was officially started in 1979 by George Ledson, initially as one of the first truck brokerage businesses. In 1985, the company bought its first truck and became a motor carrier that services a 500-mile radius around the Greater Toronto Area. Today it boasts more than 100 power units and 250 trailers with terminals on both sides of the border in Bolton, Ont. (that’s where the headquarters are located), Montreal, Rochester, N.Y., Syracuse, N.Y., Chicago, Ill. and Cincinnati, Ohio. The company is still run by Ledson himself, who is CEO of Cavalier, but like many transport companies it has become a family business. Today, the management team is made up of the Ledsons’ children. Brian Ledson is executive vice-president of sales and marketing, Geordie Ledson is the vicepresident of operations and Vicki Stafford is the vice-president of resource development. And together, they have established a business based around customer loyalty and delivering a service promise. “We basically haul general freight,” explained Brian Ledson. “We like the easy stuff where we can go dock-todock. But we do some retail and specialized moves at a customer’s request. And we’re not just an LTL carrier, we have some flatbeds and curtainside trailers for dedicated accounts. We’ve really diversified over the years, because customers will come to us who have a special need and we will always try to fill that void.” Ledson explained that he has his dedicated staff to thank for this “first class” service the company is able to provide for each and every one of its customers. “Our people is our biggest strength here at Cavalier,” he said. “Our drivers and our staff are the best out there. We all truly care and it shows and it shows through our service and our loyalty of our customers. They call us with a re-

quest and they know we’ll get it done.” Ledson said it’s not out of routine for a longstanding customer to phone him on the weekend with an emergency delivery or something that needs to get on a trailer and on the road immediately. “And we can spring into action and get a driver out there right away to help,” he said, adding that his drivers are always willing to lend a helping hand. Not only do Ledson and the Cavalier senior staff appreciate their drivers and staff, but the staff seems to appreciate the workplace and community they’ve created over the last three decades. “Turnover isn’t really a problem here,” Ledson said, adding that the staff at Cavalier is like one big family. The company has received a number of accolades over the years, most notably being on Trucking HR Canada’s list of Top Fleet Employers. To be considered for this award, staff and drivers are interviewed to get a full picture of how carriers are making a great place to work for their employees. “We have profit sharing, safety bonuses and most of our drivers are home every night,” Ledson said. “So that’s a nice selling point. We also like

“

The Ledson family munity at Cavalier. “Our employees are part of the family. We have different company events from time to time. We’re very community minded and since a lot of our employees are part of the community here, it gives them a sense of pride.” Cavalier supports its nearby Rotary Club, participates in charity golf tournaments and sponsors many sports teams in the Bolton area.

I always said if you’re not running safe I’ve equipment and aren’t taking care of what e yyou need to, you’re at risk of everything.” Brian Ledson, Cavalier Transportation Services

to provide our drivers with new equipment. None of our trucks are more than four years old. And we do all of our day-to-day maintenance of the trucks in-house.” Ledson said he believes his staff appreciate knowing that having newer trucks that are being serviced in-house reassures them that the equipment they run is safe, and fuel-efficient. “I’ve always said if you’re not running safe equipment and aren’t taking care of what you need to, you’re at risk of everything,” he said adding that drivers also like the sense of com-

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“And our local hospital here gets a lot of support and donations from us, too,” he said. And though the Cavalier team is stable Ledson says that the company is like many others, struggling with getting quality drivers to join its forces. “Our biggest challenge right now is trying to grow and manage our business with the driver shortage,” he said. “Of course, there’s lots of drivers out there, but finding drivers that make the cut with us is challenging.” The driver vetting process is lengthy, according to Ledson, who says along

with the interview process, new hires need to meet extensively with the safety department, have a clean record and undergo a road test before driving for Cavalier. But the company isn’t worrying about the shortage just yet, and says it relies a lot on word of mouth when it comes to recruiting. “A lot of our hires come from word of mouth from our drivers,” Ledson said. “Our drivers get a bonus if they bring on a driver and they make the cut and stick with us. So a lot of guys are doing that and it’s working out so far.” Looking towards the future, Ledson said that the steady organic growth Cavalier has enjoyed in the last few years is hopefully what the company will see more of. “We’ve always been based on organic growth…so we are going to stay the course with that. We really want to conduct our business smarter where we can drive more business with existing assets. We’re a very conservative company and we’re growing 5-10% year over year, which has been pretty good considering the last few years. “Our first customer that we had when we opened is still with us today,” he added. “We are largely based on loyalty and commitment and once we get a customer, basically they are ours for a long time. And we hope that continues in the future.” – Sonia Straface

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