Issuu

September 2016 Volume 36, Issue 9

TRUCK NEWS Reason for optimism The Top Fleet Employers program has found carriers are upping their human resources game.

Delivering daily news at trucknews.com

A new middleweight Detroit has launched its first medium-duty engine, the DD5. We took it for a spin.

Page 38

Mullen Group CEO Murray Mullen says now is the time to begin preparing for a recovery in oil prices.

Page 34

Planning ahead

Page 10

Page 8

Canada’s Trucking Newspaper Since 1981

Roadcheck results revealed

Tanker tips What to consider when buying or leasing a new tanker trailer and some tips for maintenance. a ce

RE T ADVERTAIL ISING PAGES 3

9 -4 5

New Brunswick has lowest OOS rate while Alberta’s is highest in Canada OTTAWA, ONTARIO Results of Canada’s 2016 International Roadcheck were recently released and like last year, nearly 82% of commercial vehicles inspected in Canada passed CVSA’s on-road inspection criteria. The three-day blitz took place June 7-9 across Canada, the US and Mexico. In Canada alone, inspections were carried out at random at 146 sites across the country. In total this year, 1,698 commercial vehicle enforcement officers conducted more than 8,100 Level 1 inspections (the most thorough of the on-road inspections). Results show that 7,736 of the trucks, trailers and passenger carrying vehicles were issued new decals to show they met the highest degree of safety and mechanical fitness according to the Commercial Vehicle Safety Alliance (CVSA). In total, 1,480 trucks were placed out of service during this year’s Roadcheck in Canada. Close to half (46%) of those placed out of service were due to brake system defects and brake adContinued on page 14

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Ad Index: 49 Or go to List of Advertisers at trucknews.com

A driver squeezes between barriers with no room for error.

Repeating as champs Home Hardware once again shines at Ontario Truck Driving Championships; Shawn Matheson named grand champ By James Menzies NAPANEE, ONTARIO It is often said in sports that while winning a championship is tough, defending one is even tougher. But if the drivers from Home Hardware were feeling some added pressure coming off a dominant performance at last year’s Ontario Truck Driving Championships (OTDC), they weren’t showing it on the course at the Flying J in Napanee July 16. The Home Hardware representatives once again made many trips to the front of the room during the awards banquet to collect their trophies and the private fleet will once again be well represented at this year’s nationals, to be hosted in Brantford, Ont. Sept. 16-18. Grand champion was Home Hardware’s Shawn Matheson, who also won the tandem-tandem category. He narrowly edged out the tandem-tandem runner-up and Home Hardware colleague Tom Griffiths. The grand champion award is given to the driver who outperformed the average score of the class by the widest margin. Asked if he was surprised to win the award, Matheson said, “It sure did come as a surprise. It’s a great day. Awesome.” He has competed in the provincials 10 times and has ad-

vanced to the nationals five. “It’s always special,” he said. A full field of 46 drivers competed in this year’s provincial competition. Each had to earn their way in by placing among the top drivers at regional competitions. Other category winners included: Stewart Jutzi, Erb Transport, straight truck; Clary Ward, XPO Logistics, single-single (by a one-point margin over runner-up, rookie Martin Jacobs of YRC); Bryon Winfield, Home Hardware, single-tandem; and Dan Congdon, YRC Reimer, B-train. The highest points of the day award was also collected by Matheson, while Harpreet Singh of Speedy Transport was named the top rookie. For the first time ever, five drivers tied with perfect scores in the pre-trip inspection part of the competition. They included: Rory Holland (Waste Management); Satnam Singh Saini (FedEx Freight); Clary Ward (XPO Logistics); Martin Jacobs (YRC Reimer); and Tom Griffiths (Home Hardware). Griffiths won the MTO Safety Award, for achieving the highest combined score in the pre-trip inspection and written test categories. Continued on page 27

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TRUCK NEWS INSIDE THIS ISSUE

The Last Word An east coast fleet overcomes personal heartbreak to prosper.

5 Editorial

28 Scott Taylor - Tax Talk

Lou Smyrlis writes that a journey of 1,000 miles begins with a single step and James Menzies welcomes the age of touchless maintenance.

6-23 Business

Goober for hire

TRUCK NEWS

Buying considerations and maintenance tips for tanker trailers.

47 New Products Carrier Transicold gets into the telematics game, Petro-Canada prepares for new oil launch and International now offering predictive cruise.

29 Ask the Expert - Safety

Mullen Group says the time has come to plan for a recovery, trucking is upping its HR game and Quebec is targeting youth for driving jobs.

Distracted driving must come to an end. Here are some tips on how to become more aware of your driving habits and better focused on the task at hand.

25 Mike Millian - Industry

48 Guest Column Tandet Group’s Ryan Tilley promotes an OTA program for young leaders.

30 Karen Bowen - Health

Does the trucking industry really have a driver shortage or is it just a perception? Mike offers his perspective.

It’s corn on the cob season. Karen explores why you shouldn’t let the season pass without indulging.

26 Mark Lee - Opinion

49 Maintenance A Canadian has won Ryder’s top technician program – and $50,000 cash – for the first time.

31 Dr. Chris Singh - Health

Our intrepid owner-operator considers the replacement cycles for this two trucks and begins planning his next move.

Many people are opting for a gluten-free diet. Are there good reasons to do so or is it just a fad?

51 Bill Cameron - Opinion As owner of a small trucking company, Bill is dusting off his resume since he feels large carriers could use his help.

32 Al Goodhall - Opinion

Companies must adopt new technologies or lose their competitiveness. So what’s with the push to mandate them?

33-37 Equipment

Mark Dalton in...

38 Tanker trailers

Manaing GST/HST should be as easy as ABC. Just not if you’re paying by cheque. Scott Taylor examines CRA’s push towards electronic filing and why you should log on.

39-45 Marketplace

Cummins showed off its new X15 engine platform, Detroit came out with a medium-duty engine of its own and Shell is coming to market with new oils early.

Driving Championships Ontario’s top truck drivers gathered in Napanee for the provincial championships. Some familiar faces won.

In every issue

49 Ad Index 52 Newland Transport 53 Announcements

September 2016 Volume 36, Issue 9

On the Road

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

Newcom Business Media Inc.

CHAIRMAN & FOUNDER: Jim Glionna PRESIDENT: Joe Glionna PRODUCTION: Carolyn Brimer, Beverley Richards CIRCULATION MANAGER: Pat Glionna

Joe Glionna

Lou Smyrlis

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EDITORIAL

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We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

James Menzies

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EXECUTIVE EDITOR 416-510-6896 james@newcom.ca

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INSIDE THE NUMBERS

PRIVATE DECISIONS

HAVE PURCHASED USED TRUCK IN PAST

YES

Why Eastern Canadian private carriers purchase used trucks and what they look for

57%

astern Canada’s (Ontario to Maritimes) private ﬂeets – the vast majority of

43%

which have fewer than 100 vehicles – consider buying used a viable option

when it comes to equipment renewal. Almost six in 10 have purchased used trucks in the past, according to our annual Equipment Buying Trends Survey. Availability of parts, GVW/payload capacity and type of transmission are the most important

SIZE OF HD VEHICLE FLEET

considerations when buying used.

1 to 4

TOP 10 CONSIDERATIONS IN PURCHASING USED TRUCKS (SCALE OF 1 TO 5)

21%

500 or more

Brand

3.78

5 to 9 vehicles

of respondents

10%

Age of truck/mileage 18%

3.89 21%

100 to 499

GVW/payload capacity

10 to 24

4.05 Horsepower 21%

3.83

25 to 99

Type of transmission

4.00

TYPE OF TRANSMISSION PREFERRED

Availability or preferred engine brand

3.84

Automatic

History of truck

24% of respondents

3.71 Axle ratio

Manual 10 speed

3.89

24%

Availability of parts

4.11

29% Manual 18 speed

Knowledge level of dealer representative

3.25

24% Manual 13 speed

TYPE OF OPERATION

Regional

56% 10% Long haul (600 km+)

Construction

Other

18%

Urban/local

Forestry

NEITHER RAIN, NOR SNOW NOR 23 HOURS OF DARKNESS NOR THE FAILED MISSIONS OF TRUCKERS’ PAST NOR ACTS OF GOD. . . SHALL STAY ME AND THESE CHAINED-UP WHEELS FROM REACHING THE FINAL OUTPOSTS OF THIS VAST FRONTIER ®

Lisa Kelly on History Network’s Ice Road Truckers

Delo user since 2005 ®

UNCOMMON JOBS REQUIRE UNCOMMON TOUGHNESS

TRUCK NEWS

EDITORIAL

September 2016

The era of touchless maintenance

Editorial Comment JAMES MENZIES

Trucking technology is advancing at a rapid pace and shows no signs of slowing down. One of the biggest of these breakthroughs is the use of remote diagnostics to reduce downtime and eliminate unnecessary visits to the shop. Fleets that are effectively using this technology – now available from all heavy truck and engine manufacturers – are able to monitor their vehicles’ health remotely and bring trucks off the road in only the most dire of circumstances. Previously, the appearance of any engine fault code was often enough to send a truck offroute and into the nearest shop. In reality, with remote diagnostics, most of these trucks can continue on their journey and finish their delivery and have the issue resolved at the next scheduled service interval. Coming on the heels of remote diagnostics is the ability to program engine calibrations over the air, again presenting an opportunity to reduce trips to the service bay. At the launch of its new X15 engine series, Cummins explained how its sys-

tem works. A fleet manager receives notification an engine update is available and then approves the update. The driver then initiates the update when parked, through an approved telematics platform and voila – the engine receives the latest software programming without incurring any downtime. A backup file is created first, in case there are any troubles with the update. This could be a major benefit to fleets but it gets even better. Next will come the opportunity to completely reprogram engine parameters remotely. So consider the truck that runs Toronto-Vancouver and then remains in the Vancouver area to run regional LTL for a couple weeks. That truck can be programmed before setting out for optimum performance in the mountains and then reconfigured remotely for regional-haul activities. Another practical example is compliance with speed limiter legislation. The truck that is limited to 105 km/h in compliance with Ontario and Quebec regulations can have that

restriction lifted when outside those provinces so that it can operate at higher allowable road speeds in other jurisdictions. And heck, why not update the software parameters while you’re at it so the engine is dialed in to get good fuel economy at those higher road speeds? These new capabilities are exciting but will need to be understood and managed. A learning curve will no doubt be encountered but the fleets that take advantage of the opportunity to manage their engine programming remotely will surely experience some additional efficiencies and maybe even a competitive advantage. Optimum engine performance at all times with fewer visits to the shop sounds like a win-win.

The journey of 1,000 miles begins with a single step

The view with Lou LOU SMYRLIS

A few issues ago I wrote about breaking the stereotype of the obese and unhealthy trucker. I said it’s time to throw out the excuses – too many hours behind the wheel or desk, no healthy food at truck stops, too much stress, blah, blah – and take charge of creating a healthier you. Since then I’ve had the pleasure of participating in the first two legs of the Healthy Fleet Challenge, put on once again by Healthy Trucker in partnership with the American Trucking Associations, NAL Insurance and Truck News. The goal is to get our industry more physically active in the simplest, most inexpensive, way there is: walking. (You can also run, dance, cycle or do basically anything that makes you move your arms and legs and still take

part in the Challenge). To make it more fun, the Challenge includes a competitive spirit. Participants’ daily steps are measured through wearable technology and an online leaderboard shows their step count. That makes it a lot of fun whether you are trying to push your company team totals past the rival company’s team or, like me this time, if you set your sights on competing for the best individual results. You can read our report on the latest Challenge on page 15. In addition to the team and individual standings, we profiled several participants who really brought their A game and you can pick up some good tips from them. I know I did. Take for example Rajdeep Singh, a safety and compliance manager with Challenger Motor Freight. He finished

third overall, averaging 28,101 steps per day. His advice: Get up early in the morning and go for a brisk walk. He takes a 45-minute walk before heading to work. And here’s another piece of advice that I love: Instead of e-mailing people in his office, to increase his step total, Singh actually walks to their office and speaks to them. Imagine that. Sherry Rodrigues, who does payroll/ invoicing for Elgin Motor Freight, has made accumulating more steps part of her lifestyle. When she goes to the grocery store, she will walk up and down each aisle even if she doesn’t have to. Think that’s silly or extreme? Consider that the human body is not made to sit anywhere near as much as we do. Isn’t it smart then to think up little ways to get as much

Are you ready to take advantage of the opportunity?

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.

walking in as possible? I also love the advice from Chris Illes, operations manager at Stream Logistics. Illes finished second overall, averaging 33,402 daily steps. Like Singh, Illes gets up early to go for a walk and also gets some walking in at lunch. And when he goes home, he walks with his family. How beautiful is that? Time to connect with your family while participating in a healthy habit. For those of us in central Canada this was a particularly tough challenge because of the high summer temperatures. But every morning when I checked the leaderboard I was inspired to see industry leaders like Dan Einwechter and Eugene Moser from Challenger and ATA president Bill Graves leading by example and churning up those steps. The final leg for the Healthy Fleet Challenge starts Sept. 1. Join us.

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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BUSINESS

Trailer orders declined in June BLOOMINGTON, INDIANA

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Trailer net orders fell 10% in June, to 11,900 units, according to the latest figures from FTR. Orders were 56% off last June’s pace, marking the weakest June since 2009. Elevated dry van cancellations were also noted. Orders have totaled 271,000 units over the past 12 months, FTR reports, with backlogs falling to their lowest level since September 2014. “Trailer orders were down in June due to cancellations in the dry van segment,” said Don Ake, FTR’s vicepresident of commercial vehicles. “It appears that Q4 backlog has begun to soften because of moderating freight demand, with fleets re-evaluating their second half requirements. Monthly trailer orders have averaged only 13,700 units, so the market is cooling. Backlogs fell 15,000 units, likely a record drop for one month.” “The good news is that production remains strong in the van segments,” Ake added. “Backlogs are still decent and production should fall only moderately in the coming months. However, flatbeds and tankers are not expected to improve any time soon. Dump trailer orders have weakened, so production cuts are probably on the way.”

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In 2016’s second quarter CargoNet’s Command Center logged 297 reports of cargo theft, identity theft, vehicle theft, and other criminal intelligence matters relating to the US and Canadian supply chains. Of those incidents, 192 involved cargo theft, down 15% compared with the second quarter of 2015. However, CargoNet recorded a $1.3 million increase in the total value of reported cargo thefts. An estimated $39 million in cargo was stolen in the second quarter of 2016. The average incident was valued at $330,339, up $63,243 from cargo theft incidents reported in Q2 2015. In the quarter, $14.6 million in electronics items were stolen in cargo thefts. Food and beverage items were stolen most often, though losses in the category decreased 17% year-over-year. A total of $3.81 million in food and beverage items were stolen in Q2 2016. Warehouse or distribution center locations were the most common locations for cargo thefts, while unsecured yards were the next most common location. Many of the top states showed a decrease or little change in reported cargo thefts when comparing the second quarters of 2015 and 2016. However, cargo theft incidents in California climbed 86%, from 37 reported incidents to 68. Of the $38.9 million reported stolen this quarter, $17.4 million was reported stolen in California. Nineteen fictitious pick-ups were reported in the state, eight more than in the second quarter of 2015. Across the US and Canada, 139 trailers and 124 tractors were reported stolen in the second quarter of 2016, down from 173 trailers and 143 tractors in the same quarter in 2015.

TRUCK September 2016 NEWS

Trucking stuck in neutral as inventory-to-sales ratio remains high BLOOMINGTON, INDIANA High inventories and loosening capacity are making it difficult for transportation companies to raise rates. Jonathan Starks, chief operating officer of FTR, explained during a recent State of Freight webinar that inventory cycles are one of the variables making it a challenging environment for carriers. The inventory-to-sales ratio is elevated – especially at the wholesale level – resulting in little freight growth. “We saw the biggest jump (in inventory-to-sales ratio) at the wholesale level. They’re holding onto a substantial amount of inventory, which has to be worked out and it’s having ripple effects all the way through, specifically within manufacturing,” Starks explained. “If a wholesaler has it, you don’t need to manufacture it.” Starks predicted it will take six to nine months for inventory levels to be reduced to the point where they’ll start driving freight growth. “This will be a drag on transportation as we move through, at least to the end of this year,” he said. FTR also tracks capacity utilization – the availability of a truck and driver – and has seen it drop to about 95% from close to 100%. However, when factoring in idle equipment, the number drops to about 85%. “There is a fair amount of idle equipment out there,” Starks said. That brought Starks to the question everyone wants to know: Is it possible to generate freight growth in such a

sluggish economy? The bad news is, industrial production has been flat for a year-and-a-half, Starks pointed out. The good news is, it isn’t shrink-

“

“I don’t see businesses in the shortterm being the stimulus for freight growth and I think that’s a little bit of a problem,” Starks warned.

I don’t see businesses in the short-term being the stimulus for freight growth and I b tthink that’s a little bit of a problem.” Jonathan Starks, FTR

ing, which is usually a precursor to a recession. “This is a completely different environment than we’re used to,” he said. “We’re not used to a completely stagnant manufacturing environment.” Businesses are ordering less product, which Starks said “is not tremendously encouraging.”

However, the US consumer continues to buy stuff. “The retail market continues to trend higher,” he said. “Over the last several months we have seen noticeable growth within that retail market; that is a very positive sign. The disconnect between what is happening in the business environment and consumer side is very noticeable.”

While it’s a slow period for trucking, Starks said shippers aren’t necessarily entirely in the driver’s seat when it comes to rates. He said these are fairly neutral conditions for shippers and carriers when it comes to rate negotiations, however he added smart shippers are locking in rates now knowing that some productivity-choking regulations for trucking are on the horizon and capacity will once again tighten. “We have seen where rates have fallen off relatively dramatically as we moved into the first part of 2016 but they seem to be stabilizing,” Starks said. He indicated anecdotally he’s hearing shippers are pushing back hard on rates. “They have to be careful,” he cautioned. “What goes around comes around and if you push too hard, as things start to return, the carrier pushes back.”

US truck tonnage declines in June WASHINGTON, D.C.

S for-hire truck tonnage dropped 1.5% in June, but was 2.1% stronger year-over-year, according to the latest data from the American Trucking Associations (ATA). The decrease followed a revised 2.9% gain in May. Year-to-date, tonnage is up 3.7% compared to the same period in 2015, the ATA reports. “The see-saw pattern continued again in June with tonnage

falling after a good rise in May,” said ATA chief economist Bob Costello. “On a month-to-month basis, tonnage has been down in three of the last four months, totaling 4.7% since February. Looking ahead, I expect the freight environment will remain choppy. The good news for trucking is we are the most diverse mode of all freight transportation sectors between industrial and consumer freight. We are currently benefiting from the consumer side while being hurt on the industrial side. And of course we still have the inventory glut that is weighing down tonnage.”

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BUSINESS

Mullen Group positioning for oil and gas recovery OKOTOKS, ALBERTA The time has come to start preparing for a recovery in the oil and gas segment and to position Mullen Group for growth. That was a message from Mullen Group CEO Murray Mullen to analysts during a conference call after posting Q2 results in late July. Mullen said the company intentionally gave up market share in the oil and gas segment rather than chase rates. However, three factors have caused him to change his view and declare the company is ready to start winning back market share and staffing up. He feels by downsizing the company when commodity prices crashed, Mullen was able to right-size and get its cost structure in line with demand. Also, he feels competitors in the oilfield services segment are financially strained and “in trouble” and he also feels, “sometime over the course of the next 12-18 months” that demand for oilfield services will improve. “This is the time for Mullen to start to position for some time in late 2017 and we will be more aggressive in the market and will start to regain some market share,” Mullen said. “These initiatives mean our margins will decline in the short term but we will get them back, it’s just a matter of time.” Waiting until demand improves in 2017 would be too late, Mullen

said, adding the time is right because heightened demand coupled with bankruptcies in the segment will put upward pressure on rates. “This is the time to start getting market share because as demand picks up, pricing will pick up,” Mullen said.

“

I your company If iis well positioned, tthis is the time to be opportunistic.” b Murray Mullen

He also said Mullen Group will continue to invest in its regional LTL business. But that doesn’t mean all is rosy. Mullen gave a candid assessment of the Canadian economy as it “muddles along” and the Alberta economy, which he said is in “nasty recession.” “Really, there are two economies out there today,” he said, noting the public sector economy is not struggling to the same extent as the private sector economy. Mullen has let go more than 1,500 people since oil prices tanked. And Mullen still doesn’t see current oil prices supporting much in the way of capital investments in the oilsands.

“I have an innate desire to give everybody the all-clear signal,” Mullen said. “However it appears to me the storm clouds remain well entrenched.” He said the next few quarters will be challenging. LNG development, Mullen said, seems to be on hold or “dead in the water.” Still, Mullen said he’s impressed with the Q2 financial results the company achieved in a challenging environment and he’s now positioning the company to grow. “If your company is well positioned, this is the time to be opportunistic which is exactly what our strategy will be here at Mullen Group,” he said. “It is our view that this is the time to position for the next business cycle.” Mullen Group’s total revenue came in at $247 million, down 13.3% from last year’s Q2. The oilfield services segment saw revenue drop by $31.7 million while trucking/logistics saw a decline of $4.8 million. However, Mullen delivered earnings of 14 cents a share, well above analysts’ expectations. “MTL reported a solid beat in Q2 with EBITDA of $47 million,” Scotiabank wrote in a note to investors. “The major reason was solid expense control which led to better-than-expected margins in both segments. In our view, this was a strong showing considering that the macro-environment remains weak.” Mullen’s lower trucking revenue was attributed to lower fuel surcharges and slowing demand in Alberta. Net income totaled $13.7 million, a 1,422.2% increase over last year when Mullen posted a profit of $0.9 million, or one cent per share.

C.A.T. opening Dallas office DALLAS, TEXAS C.A.T. will be opening a new office in Dallas, Texas, which president Daniel Goyette said will help support the company’s current operations in Laredo, Texas. “Dallas is already a strategic point in terms of the customer base we have there, as well as the potential to develop it further,” said Goyette. “It is with great pleasure that we have added Guy Byars to our team to help us support this new operation.” C.A.T. is also touting its green transportation initiative, which will be continued in Dallas. “In 2015, we became the first company to use trucks powered by compressed natural gas (CNG),” said Goyette. “We even had our first CNG public refueling station built at our location in Coteau-du-Lac, Canada, in collaboration with Gaz Métro, Ryder and Gain Clean Fuel. This is the first CNG public refueling station in Canada. It is available to everyone and allows us convert part of our fleet. About 100 of our 325 trucks are powered by compressed natural gas. It accounts for almost a third of C.A.T.’s entire truck fleet.” “The opening of a new C.A.T. office in Dallas will help to further strengthen trade relations between Quebec and Texas,” said Dominique Anglade, Quebec’s minister of innovation, science and economic development.

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TRUCK September 2016 NEWS

Mack Trucks working to correct inventory glut By Sonia Straface NEW YORK, N.Y. Despite the soft market, there are plenty of positives for Mack Trucks this year. That was the message Mack executives gave trucking journalists at a press conference in the place the company was founded, New York City. Right now, said Dennis Slagle, president, Mack Trucks, the company is adjusting its original 2016 forecast for North American Class 8 truck sales to 240,000. But, Slagle said, the good news is that, “Mack had another good quarter in market share. The mDrive is going nuts. People love it. The more we sell, the more word of mouth as well as the more testimonial strength we get. We’re really happy. We’re getting back on our feet and we are continuing to grow.” Slagle added Mack is focusing on correcting the bubble surrounding inventory levels in North America right now. “The bottom line is that we had too many trucks come in the pipeline and that needed to be corrected,” he said. To help accelerate the correction, Slagle confirmed that Mack is adjusting its production levels (through planned down weeks) to “ensure the correction happens” but added that he is “optimistic on the pace of the correction.” “I’m more encouraged today,” he

With “uptime, uptime, uptime” as its de facto slogan, Mack Trucks said that this wait time for customers is inexcusable and is part of the reason it launched its Certified Uptime Center program this January. The program evaluates dealers on 28 required process elements like shop organization and implementation of diagnostic tools. To become certified, it takes close to eight weeks as dealers have to undergo a number of assessments to make sure they meet each and every criteria outlined in the certification. “It’s not a rubber stamp,” Walsh stressed. “The dealer has to enact processes to get certified. We’ve gone back to dealers and pulled their certification because they weren’t up to speed.” So far Mack has 32 certified uptime centers and it hopes by the end of 2016 to have at least 60. Eventually, Walsh said, Mack wants all 430 dealer locations to become certified. “And in those 32 dealers, that fourday average you saw, we’re cutting it in half and overall, we’re seeing increased productivity,” Walsh added. Furthermore, Mack said since focusing on increasing the percentage of service work for OEM dealers in 2010 it has increased the number of its technicians by 90% and has added 40% more service bays across North America. “We have to convince the customers that they will get uptime with our service centers,” Slagle said.

Mack’s strategies include improving throughput at dealerships through its certified uptime centers and correcting inventory levels.

added of the general economy. “We’re seeing more employment, we’re seeing record levels in the stock market, and I think we’ll see consumer spending increase (which will) start to clear off those shelves and restocking start to generate more truck activity. In general, we think, in 2017 we will begin to return to normal.” As well, Slagle said, Mack is turning its focus to its dealers and service centers, to exploit an opportunity it sees as having great potential. “We have information that only 15% of the service work available from the 3.5 million trucks is done by OEMs,” he explained during the

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press conference. “And if you go to Europe that switches to 85-90%. The rest are going to independent repair shops. Here, the customers do service through their own repair shops. Why? Because they want uptime. So the opportunity of that other 85% here is fantastic. We’re focused on that and have been since 2010.” According to data collected by a third-party group, when fleet managers use an OEM dealer for a 3.5-hour repair, it takes, on average, four days for the truck to leave the shop, said John Walsh, vice-president of global marketing and brand management for Mack.

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Trucking refining its HR practices, Top Fleet program finds By Sonia Straface

man resources to the next level. “We wanted to highlight the positive aspects of the industry while improving the image of the industry and promoting it as a great place to work,” Splinter explained. “And that grew into something bigger and followed our mandate of wanting to share best practices with the industry.” The program is open to any and all fleets. Whether your fleet is for-hire or private, is comprised of six trucks or 600, you can apply. There is no limit to the number of fleets that can be honored. In its inaugural year, Trucking HR

OTTAWA, ONTARIO Think your workplace is the best in Canada? Prove it. That’s what CEO Angela Splinter and the staff at Trucking HR Canada have to say to fleet managers across the country who believe they provide their employees with an outstanding work environment. In 2014, Trucking HR Canada launched the Top Fleet Employers program as a way of addressing the driver shortage and recognizing those fleets within the industry that are taking hu-

Canada recognized 10 fleets that met the standard. In its sophomore year, it more than doubled that, recognizing 22 fleets. And in 2016, its third year running, Trucking HR Canada recognized 39 fleets across the country that met its standard for best HR practices. And though it may seem like a lot of winners, that’s the point of the program, according to Splinter, who is adamant the Top Fleet Employers program is not a competition with winners and losers. “We didn’t want to make it a competition-based program,” she said. “It’s a program where either you meet the

standard or you don’t. We wanted it to be achievable so everyone could recognize how many positive work environments exist in the trucking industry. We have small and medium fleets that are floored when they’re told they met the standard because they didn’t think they could do that. But small- and mediumsized fleets are doing great things and we want to highlight them.” To be considered as a Top Fleet Employer, fleets have to apply online and provide information on a variety of topics including employee compensation, wait policies for drivers, employee rec-

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TRUCK September 2016 NEWS

ognition, employee engagement, wellness, professional development, recruitment and retention strategies. From there, Trucking HR Canada reviews the submissions and follows up the online application with phone interviews in which fleets are asked to provide hard copies of different policies they have in place to verify that the programs they offer are legitimate. “You can tell us in an online application how wonderful you are, but we need to confirm all of these things and ensure how up to date these policies are,” Splinter said. “I can give you one example of a fleet we had that completed the online application process and they realized they hadn’t updated their policies in 10 years. At that point, they were no longer in the running, because we had to tell them their policies were out of date.” Splinter also said Trucking HR Canada surveys employees in the fleets that are considered for the program. “We survey a percentage of all employees,” she said. “It’s not just drivers. We talk to administrative staff, managers, safety personnel, etc. We get all of their feedback and that is very telling. They give a whole other level of depth to the application because you really get a sense of an organization’s culture through the employee survey.” The program not only boosts morale for small- and medium-sized fleets that aren’t always in the trucking press for their outstanding work but it has created a wave of trucking companies that are dedicated to making their workplaces better. Splinter said that since its first year, she has noticed a number

“

T guys in our The sshop really keep on top of things o and our drivers a llove operating the ttrucks we have.”

Sutco, which last year held an open house to celebrate its 20th anniversary, has been recognized for enhancing its job ads and offering a pension plan to drivers.

it’s a natural thing that should happen in an aging workforce. Employers need to retain that aging workforce, so we’re seeing more flexible work arrangements as a result.” Standout fleets according to Splinter include Steed Standard Transport based in Stratford, Ont. and Sutco Transportation Specialists, which is headquartered in Salmo, B.C. “Seventeen per cent of (Steed’s) drivers are under the age of 35,” Splinter said. “That statistic blew us away.” To achieve this, Ken Wilson, the safety and compliance supervisor at Steed said, “We pride ourselves on our equipment, low CVOR and our shop. The guys in our shop really keep on top of things and our drivers love operating the trucks we have.” Wilson added Steed ensures its drivers are paid competitive salaries and are

respected. Splinter added that in B.C., Sutco impressed the Top Fleet Employers organizers with its unique job ads. “What we’re trying to push with the industry is having truck driving recognized as a skilled trade,” Splinter said. “And what the government looks at are the job ads. And in trucking, job ads today, they all read ‘no education required’ and that’s not helping us. Sutco is one of the only fleets that have really effective job ads and they are highlighting the education and skills requirements needed for jobs within trucking.” Doug Sutherland, general manager of Sutco, said the changes to its job ads were deliberate and were meant to enhance the image of the industry. “We think the ads we put out there are very important in setting the tone of the industry,” he said. “ We think the industry as a whole needs to have ads that

properly reflect what we’re looking for in our industry. It’s not just that we take anyone and that’s what a lot of fleets are putting out there. We’ve added language to our ads that Trucking HR Canada suggested and I think major players in the industry will start to have the same sort of language in their ads in the future.” Sutco’s human resources manager, Nathan L’Heureux, added the company has also rolled out a new report card system for drivers that rewards them for their quality of work. “We were also one of the first in Canada to offer the Canadian Trucking Alliance (CTA) Pension Plan,” he said. “And our drivers really appreciate that.” The company also has an enviable benefits plan for its employees. “And when you tie that all in, with the pension plan, the report card bonus system, it’s all about having the proper things in place for (employees) to be successful,” said Sutherland. “HR is the future. Trucking isn’t what it used to be. HR is one of the most important aspects of a successful company.” To thank the fleets for applying to the program and reward them even more for their HR practices, Trucking HR Canada is holding the first ever Top Fleet Employers Gala Awards dinner on Oct. 12 at Toronto’s Palais Royale. Awards will be given out to fleets that have “gone above and beyond,” according to Splinter. Awards will be given to the top small, medium, large and private fleets. As well, there will be an award for the HR Leader of the Year. For more information about the gala or how to submit an application to become a Top Fleet Employer, visit www.truckingHR.com.

Ken Wilson, Steed Standard of trends that have now become a norm in the industry. “We’ve seen increases in compensation. We see more fleets that are looking at total compensation,” Splinter said. “There’s also an increase in the number of employers who offer some combination of pay – pay by the kilometer and pay by the hour. Out of the 39 fleets recognized this year, 85% offered some sort of combination pay.” As well, Splinter said that 100% of the fleets recognized this year offered benefits. “We’ve also seen an increase in fleets who are offering retirement savings. Last year, 70% of the for-hire fleets were offering retirement savings. This year it was 100%,” she said. In addition, all of the fleets recognized this year also have some sort of formal orientation or on-boarding for new hires. “On a higher level some trends we’re seeing and one that I like to highlight is workplace culture,” Splinter said. “We see it through the employee surveys in particular. I can’t help but think that it’s unique to trucking but we are seeing more fleets having that strong sense of family in their fleet. You can hear it in the comments from the employees and it’s a positive trend we’re seeing, because employees are telling us their employers will give them more time at home and more flexible work hours and

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BUSINESS

TransCore panel examines broker-carrier relationship Panelists explore payment terms, the potential effect of ELDs and whether there’s a future for small brokers

difficult to reach decision-makers. It used to be a matter of getting past the receptionist, but now, “there is no receptionist,” she said. The future of the small broker

By James Menzies WOODBRIDGE, ONTARIO Bringing together a large room full of freight brokers and carriers is always sure to create a lively dialogue, and that was exactly the case at the TransCore Link Logistics annual meeting and golf tournament held July 13. Asking Mike McCarron of Left Lane Associates to moderate the discussion ensures a little extra liveliness. He asked four members of the carrier and freight brokerage communities to explore the current state of affairs, the broker-carrier relationship and the future of the small broker, among other topics. Panelists included: Mike Fontaine, general manager of C.H. Robinson’s Toronto office; Bob Cascagnette, vicepresident of sales for Highlight Motor Freight; Michelle Arseneau, GX Transportation; and Jon Saunders, vice-president of finance with Polaris Transportation Group. The state of business

To start, Panelists offered a tepid overview of the economy and trucking conditions in general. Arseneau said business at GX Trans-

port has been “pretty steady” but she said customers seem unsure of what is in store in the future and are being conservative with their growth. “People are doing their best to hold onto what they have,” she said. Saunders said Polaris, despite the slowness of the overall economy, has been investing heavily in IT infrastructure so it’s able to “right-size” quickly when necessary. Cascagnette, on the other hand, said Highlight Motor Freight has been growing rapidly and its biggest challenge is finding qualified drivers. “We still have a driver shortage,” he said. “Every year we’re adding vehicles. In the last three years we’ve added 120.” The carrier-broker relationship

McCarron asked panelists how the relationship between freight brokers and carriers has evolved. Panelists agreed brokers continue to get a bad rap because of the sketchy ones, while many quality brokers exist. Arseneau said the good brokers will provide all the information you need up-front to deliver the load correctly, whereas the bad broker will leave out details, “play games on payments and bastardize the whole process.” She said it’s also becoming more

There was a lively discussion about the future of small freight brokers and their ability to compete. “I don’t believe there will be a future (for small brokers),” Cascagnette declared, noting it will be increasingly difficult for small brokers to deal with dragged out payment terms from customers. Saunders said small brokers will have to provide exceptional service to survive. “You’re not going to win on IT and you may not win on the breadth of services offered but you can win on customer service,” he said. Cascagnette’s advice for small players is to develop a niche and become the best at serving it. He said Highlight was launched to become the top carrier serving the eastern seaboard and it spent its first five years focused on that one lane before expanding elsewhere. “Pick an area and service it,” he said. How will you be paying?

Panelists agreed electronic funds transfer is preferable over payment by cheque, but said there are still many small brokers who insist on paying the old-fashioned way. “Sending a cheque is one of the payment delay tactics people still use,” Arseneau said, noting her company now handles 95% of all payments electronically.

Cheque payments add an administrative burden to the transaction and also slow payment times, panelists agreed. Arseneau said there are benefits to paying invoices promptly. “Anytime anyone can pay us in less than 30 days, there’s an opportunity to do some type of rebate program or it will factor into their rates,” she said. The panelists who operate brokerages have noted they are taking advantage of the opportunity to expedite payments to attract more carriers to move freight for them. The effect of ELDs

Panelists agreed the looming electronic logging device (ELD) mandate in the US and, eventually in Canada as well, will reduce capacity and has the potential to drive up rates. “It’s going to eliminate a lot of smaller players that don’t have the cash flow available to upgrade their trucks and install these systems and maintain them,” Cascagnette predicted. Arseneau added considerable internal resources are required as well to implement the devices. “You need to have the expertise and bandwidth within the company to follow that project through,” she said. “It’s expensive and will consume a lot of resources for companies that aren’t there now.” Cascagnette pointed out the standard will also force new operational realities onto the shipping community. “It’s going to turn a few of these overnight lanes into two-day lanes,” he noted.

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TRUCK September 2016 NEWS

TTC Ladies Lunch & Learn offers tips Spot market volumes steady, but capacity flooded with western trucks for women in the trucking industry By Sonia Straface

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One of the most important things you can do as a woman in transportation is network, according to McCreight. When asked about her success in the industry, she claimed that networking and asking questions helped her learn about the industry. From there, she formed relationships that helped her get where she is today. She urged members of the audience who employ women or newbies to

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Have your eye on a new job within your company? Bite the bullet and apply, said Ruebusch. “You really have to put your hand up for that next role,” she stressed. “The stats are that 80% of men will put their hand up if they’re only 50% qualified for the role, and only 20% of women will put their hand up if they’re 80% qualified for the role.” She said that if you believe the position is right for you and you’re passionate about the role, you should put your name in the hat. “Ladies, don’t be shy and really try to push your career forward and believe that you deserve it,” she said.

If you believe you’re worth more than you’re getting paid, Saunders suggested that you speak to your employer about a raise right away. “You have to ask to get,” she said. “You can’t assume that the person on the other side, be it a child, a fellow colleague, a manager or a boss, knows what you’re thinking or what you want. You have to ask for it. The men in my office will come into my office, sit down, and ask for a raise. The ladies will not.” She said that women are typically too shy to ask for a raise and this prevents them from being paid what they should be. “Don’t assume a raise will just come to you. You have to ask,” she said.

Apply to the jobs you want

Canadian spot market load volumes have been increasing month to month and are almost back to 2015 levels. Claudia Milicevic, general manager, TransCore Link Logistics, provided customers attending the company’s annual golf tournament July 13, an overview of spot market freight volumes and trends. She said this June, there were an average of about 17,000 loads posted to the Loadlink load board each day, down from about 18,000 in June of last year and a peak of 22,000 per day in 2014. This year’s load postings have been similar to 2013. However, trucks are also being posted in greater numbers, especially in Western Canada, where fleets and owner-operators who traditionally served the oilpatch are now looking elsewhere for freight to haul. “Western Canada is our fastest growing region and has been for the last couple years,” said Milicevic. The truck-to-load ratio sits at about 3.11 today, down from 3.74 in the fourth quarter of 2015 and 4.28 during the depths of the recession in 2009. But earlier last year there were just 2.5 trucks posted per load and in 2014, when the most recent capacity crunch was felt, there were as few as 1.28 trucks per load. Milicevic offered customers tips on how to get the most out of a load board, including focusing in on underserved lanes. She said lanes such as Ontario-Texas receive the most demand, with a truck-toload ratio of about 10:1. Ontario-Ohio, on the other hand, is a balanced lane with more opportunities for fleets and owner-operators. “Always look for the balanced lanes,” she suggested. “If you are running Texas, you may want to consider other alternatives to reduce any empty miles you have.”

E F F I C I E N C Y AW

Want a raise? Ask for it.

the industry to spend the money and send them to industry and networking events as much as possible. “Don’t be afraid to let them come to these kinds of events and let them learn to network in the industry and introduce them to people in the industry because that really helps them in the long run,” she said.

More than 330 women in the transportation industry gathered at the annual Toronto Transportation Club’s Ladies Lunch & Learn event in downtown Toronto June 14, to network and learn some valuable lessons from industry veterans. The day featured a cocktail reception, luncheon, and an educational panel session where attendees got to ask women in the trucking and logistics sector burning questions. The panel was comprised of Lori L. McCreight, president of Quik X Transportation; Kelli Saunders, founder and CEO of Morai Logistics; and Pamela Ruebusch, founder and owner of TSI Group. The three women had a lot of advice to give out to the curious audience. Here were the three most important takeaways from the panel discussion:

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TRUCK September 2016 NEWS

BUSINESS Roadcheck 2016 Canadian results

Jurisdiction

# Trucks Inspected

# Trucks OOS

#Drivers OOS

% Trucks OOS

724

139

19.2

463

167

36.1

615

136

22.1

290

21.7

3397

530

15.6

1486

277

18.6

241

11.6

15.6

255

20.8

282

22.0

12.5

28.3

Cdn Total

7887

1480

149

18.8

HEALTHY FLEET STEP CHALLENGE

Alberta blames higher OOS rate on interpretation of cargo securement rules Continued from page 1

justment issues. CVSA said that despite the attention placed on brakerelated defects, they continue to be the number one issue during roadside inspections. In addition, just 2% of drivers were placed out of service for logbook, driver qualification or paperwork problems. Broken down by province/territory, Alberta had the highest out of service average across Canada. Â In Alberta this year, 463 trucks were inspected during Roadcheck and 167 were placed out of service, bringing their OOS average to 36.1%, well above the national average. Of the same number of drivers who were inspected, 17 were placed OOS, which was 3.7%, second highest in Canada behind only Newfoundland at 4.6%.

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â€œWe believe one of the reasons for the OOS numbers in Alberta may be the issue of cargo securement,â€? said Lorraine Card, president of the Alberta Motor Transport Association (AMTA). â€œIt appears there are differences across jurisdictions as to how cargo securement standards are being applied and enforced.Â The issue of cargo securement has been brought to CVSA Region V and they are working with provincial representatives, including Alberta, to review current practices.â€? On the flip side, New Brunswick had the lowest out of service average in Canada. In New Brunswick, 241 vehicles were inspected and just 28 were placed out of service, meaning they had an average of just 11.6%. Ontario had the highest number of vehicles inspected during Roadcheck with 3,397 truck inspections completed. Of those, 530 were placed out of service, bringing the Ontario OOS average to 15.6%. In total, the national truck OOS average for this yearâ€™s blitz was 18.8%, the same as 2015 results. â€œEnforcement and industry officials alike know that education and awareness are key to improving commercial vehicle safety,â€? the Canadian Council of Motor Transport AdministratorsÂ (CCMTA) said in a release. â€œAs such, CVSA Region V officials strongly encourage governments, industry associations and individual carriers and drivers to take an active part in the upcoming 2016 Brake Safety Week planned for Sept. 1117 as well as Operation Safe Driver (OSD) Week Oct. 16-22. Both events are hallmarks of CVSA and have been identified as best practices key to enhancing knowledge, regulatory compliance and overall highway safety. All industry players â€“ carriers, drivers and enforcement officials alike â€“ are urged to continue working together to achieve a sustained incremental drop in the CMV out of service rate nationwide in the years ahead.â€? CVSA said that US results of Roadcheck are expected to be released in early September.

Canada one step closer to ELD mandate OTTAWA, ONTARIO Transport Canada announced Aug. 3 that it would be proposing to amend hours-ofservice (HOS) regulations to mandate the use of electronic logging devices (ELDs) by federally-regulated motor carriers and commercial vehicle drivers. The Canadian Trucking Alliance (CTA) said Transport Canada would launch a consultation process which should occur in early 2017 and be followed by the 60-day comment period and a final rule, including a compliance date, which could be published as soon as spring of 2017. â€œThe momentum is clearly building towards a mandate,â€? said president and CEO of the CTA, David Bradley. â€œCTA will actively participate in the consultations.â€?

Winners of the second leg of the Healthy Fleet Challenge revealed The second leg of the Healthy Fleet walking challenge of 2016 is over and was it ever a hot and sweaty one, thanks to a warm July. 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 industry more active. The challenge measures competitors’ daily steps and uses an online leaderboard to help drive competitors to the top. In total, all participants walked a total of 176,208,408 steps for the month of July. All of those steps add up to more than 88,000 miles walked and 8 million calories burned. The competition takes a break in the month of August, but resumes on September 1 until September 30. Now for the July winners….

Top 5 with 10 team members or more: 1.

Challenger – averaged 14,512 steps per day – 23 team members

BLM Transportation Group – averaged 9,253 steps per day – 13 team members

SLH – averaged 9,155 per day – 14 team members

ABF Freight – averaged 8,962 steps per day – 18 team members

Quik X – averaged 8,590 steps per day – 16 team members

Top 5 with 3 team members or more: 1. Stream Logistics– averaged 22,176 steps per day – 3 team members 2. Challenger – averaged 14,512 steps per day – 23 team members 3. Dalton Timmis – averaged 11,721 steps per day – 4 team members 4. Coastal Pacific Xpress – averaged 11,282 steps per day – 4 team members 5. Transam Carriers – averaged 11,272 steps per day – 6 team members

Top 5 participants: 1. Paul Bomben – TST Overland Express – averaged 35,963 steps per day 2. Chris Illes – Stream Logistics – averaged 33,402 steps per day 3. Rajdeep Singh – Challenger – averaged 28,101 steps per day 4. Mary Wilson – Northbridge – averaged 28,057 steps per day 5. Lou Smyrlis – Newcom Business Media – averaged 27,193 steps per day

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

Sponsors:

Healthy Trucker reminds those interested that they can join the challenge at any time by e-mailing info@healthyfleet.com.

Supporting Partner

Walking Challenge Participants This month, Truck News has decided to zoom in on some of the individuals who make the overall step count inflate – those participants who always seem to be at the top of the individual leaderboard every month. Meet three of the top steppers and learn how they manage to go above and beyond the recommended 10,000 steps per day.

Rajdeep Singh

Sherry Rodrigues

Chris Illes

Rajdeep Singh – Safety and Compliance Manager, Challenger Rajdeep Singh doesn’t get much sleep. He averages five hours per night, but he doesn’t need more than that, he says. Singh is the safety and compliance manager at Challenger by day and a personal trainer by night, so when he joined Challenger and found out they were part of the Healthy Fleet competition, he was excited to join. Today, Singh is Challenger’s best individual participant who in total for the month of July, has logged 871,132 steps. That’s an average of more than 28,101 steps per day for the month of July. Singh says because of his interest in health and wellness he’s always been an active person so the Challenge has just forced him to be aware of his steps more than usual. To get this many steps consistently, Singh says he wakes up early in the morning to go for a brisk 45-minute walk before heading to work. At work, he says he tried his best to take advantage of Challenger’s large facility. “So instead of emailing someone, I’ll walk right up to them now,” he said. “We all also like to go to the parking lot on our breaks and walk around to get steps in.” At lunch, Singh says there is sometimes a market around the office to walk to and grab a bite to eat, but when he is forced to eat in the staff cafeteria, he admits to walking and eating. “Anything to get in those extra steps,” he said, laughing. Every day, after work, he says he spends close to 3 hours at the gym, helping others learn the ropes. Each night, he says he gets home around 9 p.m. and before bed will make sure to go for another hour walk. “It really is such a great, friendly competition,” he said of the Challenge. Sherry Rodrigues – Payroll/Invoicing, Elgin Motor Freight The biggest difference Sherry Rodrigues has noticed since joining the Healthy Fleet Challenge is how much stronger she’s felt. “It was the strangest process,” she said of her time after first joining the Challenge two years ago. “I didn’t realize I could feel so different just from walking more. I felt leaner and I felt more driven.” This month, Rodrigues has walked an average of 16,868 steps. She does payroll and invoicing for Elgin Motor Freight and is one of their top participants. “I’m such a competitive person when it comes to pushing myself,” she said. “So when I heard about the challenge I was really excited to join. I’ve always been active, whether it was yoga or pilates. And I love being outdoors. Most of my Saturdays are spent outside working on my garden.” To get her step count at a steady 20,000 per day, Rodrigues says she adopted small habits that help her accumulate more steps and has made it a part of her lifestyle. For example, she said, sometimes when she goes to the grocery store, she’ll walk up and down each aisle even if she doesn’t have to shop in that aisle. “Or even if I want to watch TV after dinner, I tell myself I have to walk on the treadmill while I watch,” she said. At work, she uses her breaks and lunch time to walk around and after work, she’ll walk with her neighbor and her neighbor’s dog. She said the competition is fun and makes her feel good about herself and every milestone she’s hit. “I remember when I hit 30,000 steps in one day. I was ecstatic,” she said. “I must have walked five hours that day. I love the challenge this competition gives me.” Chris Illes – Operations Manager, Stream Logistics Chris Illes blames the Healthy Fleet Walking Challenge for wearing out his treadmill in July. Whether or not his treadmill broke because overuse is to be determined. Despite this, Illes was ranked second overall in the Healthy Fleet Challenge this month. According to Chris, he’s always been active, but thanks to the Healthy Fleet Challenge, he’s taken his cardiovascular activity one step further. Illes is the operations manager at Stream Logistics who, in the month of July, logged an average of 33,402 steps – which is not an easy feat for anyone who’s done the challenge and knows that getting more than 10,000 steps while working an office job is difficult. “Having a job like mine means that 100% of the steps I take are recreational,” he said. “I don’t work in a warehouse or have a job where I spend all day on my feet.” So how does he manage to walk that much on a daily basis? “I get up an hour and half earlier than I normally would and I walk for 90 minutes in the morning,” he said. “During the day I walk once in the morning and once in the afternoon for 20-25 minutes on the property here (at Stream Logistics) and I walk on my lunch.” At night, he walks with his family. To sustain all of this walking, Illes stressed that eating habits need to be adjusted for those thinking of trying to match his step count. “In February, when I first started going hard in the competition, I hit a wall because I wasn’t taking in enough calories,” he said. “So what I found helped was taking in more calories, and I started to eat a lot more snacks throughout the day, especially peanuts. I also make sure to drink a lot of water and Gatorade. You have to make sure you have enough in the tank to achieve that step count.”

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Avoiding information paralysis Data is a good thing. Too much data may not be, if you don’t know how to use it.

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Kirk Altrichter, vice-president of maintenance for Crete Carrier Corporation out of Lincoln, Neb. provided a solid launching point during the Canadian Fleet Maintenance Summit (CFMS) Apr. 13 at Toronto’s International Centre, for how fleets can avoid information paralysis when looking for the right software package for data collection. Altrichter said that with current technology, the amount of information companies can receive in real time is amazing, but admitted that it can be overwhelming if proper steps are not taken to narrow down what is important to the company when it comes to analyzing fault codes. “Everybody in this room could look at the same data and see something different,” Altrichter told a CFMS audience of about 200 people, adding that maintenance professionals must pinpoint what needs attention, what’s important and what is actionable. “Take three to five items and work on them.” Altrichter said that if an item is determined to be actionable, it must also be established whether that item is one the company needs to take action on, and if there is adequate personnel and money to do so. Choosing the right software is an important starting point for any company looking to collect data, as there are many products on the market. Warranty capture and recovery was another key aspect discussed during CFMS, and Altrichter said part of it is understanding what the warranty actually is and what a bumper-to-bumper warranty really covers. “Does it cover oil changes, does it cover belts, does it cover tires?” he said. “What are your expectations around that warranty and are you recovering it?” Altrichter said a preventive maintenance schedule is also important, as is asset tracking. “What are you actually hauling and how many tracking systems do you have on your truck?” Altrichter asked, saying various tracking systems can be synced to provide more accurate and cohesive data. When it comes to tire management, Altrichter said this is normally the third highest expenditure for most fleets. He added that proper software is needed to track things like tire pressure and scrap analysis, and that hopefully later this year there will be new technology to help companies monitor this data. Chronic repairs were another issue Altrichter said fleets must look at. “How do you even know if you have a chronic repair? How do you know that you even have a problem?” Altrichter questioned. “And how well do we do at identifying them before they become problems?” The collection of data is something that is done and seen differently from

TRUCK September 2016 NEWS

one fleet to the next, Altrichter said, adding that companies should set up a standard for data collection, through which goals, future vision and growth are all taken into consideration. “There are basic programs and very complex programs,” he said, “and it’s up to you to decide which one you really need.” Fleets must also be “ready and willing” to use new technologies, like over-the-air flash updates, which provide software updates remotely so that the vehicle does not have to come into the shop. “My objective in life is to touch the truck as little as possible and have it on the road,” Altrichter said. Bringing your truck to an outside shop can also pose a problem, as many utilize different types of software, which leaves the fleet maintenance manager with the task of wading through the various packages. “How many of these separate packages are you willing to look at every day?” Altrichter said, adding that even with the four that he analyzes each day, it can be a lot to monitor. Though communication with fellow employees is important, Altrichter cautioned about getting information overload. “We should limit the amount of emails that anybody can send on any given day,” Altrichter joked, saying a lot of what we get in our Inbox is unnecessary and wastes a lot time, all leading to reduced efficiencies. “We all need to work together to drive efficiencies into the system,” said Altrichter. “Without everyone voicing their con-

cerns, we’re not going to get there very fast. It should have been done four to five years ago.” In the end, Altrichter said fleets must take the time needed to consider what software option is the right one for the type of data they wish to receive, and that he has seen too many companies fail because they set unachievable goals.

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TRUCK September 2016 NEWS

BUSINESS

Quebec takes a chance on young drivers to fill shortage An instructor shares his experience working with Quebec’s young driver program

had a relationship with the company, son of a dad, etc., you know a little bit about the company. But I had some students with no relationships with companies. Sometimes I made the

“

By Carroll McCormick MONTREAL, QUEBEC When an instructor with 28 years of training under his belt declares that eager young teens can become great drivers, that mainlines serious confidence into Quebec’s young driver program. Get them into a truck at 17 years of age and soon, they will be the best, and fleets will be clamoring for them. “If you already have three to four years of experience at 21, you are the best drivers in the world. You have your health for long-haul driving,” declares Rene Tremblay, an instructor at the Centre de formation en transport de Charlesbourg (CFTC), one of Quebec’s two big government-funded trucking schools. The CFTC and its sister school north of Montreal, the Centre de formation du transport routier SaintJérôme (CFTR), ran 40 students aged 17 and 18 through a pilot project that finished in 2014. Called the Programme enrichi d’accès à la conduite de véhicules lourds (enriched access program toward the driving of heavy vehicles), or PEACVL, it offered a special exemption from the usual minimum age of 19 for getting a Class 1 licence. And starting this year, the CFTC and CFTR have begun taking more same-aged students, up to 300 in all, in an enhanced version of the PEACVL. (This expanded PEACVL will end on Apr. 8, 2020, and the SAAQ will examine these young drivers’ records of road safety and any demerits off their licences). There is a national shortage of drivers here now, around the next bend, whatever. So, for something as radical as lowering the Class 5 licensing age, it is worth going beyond the carefully worded, albeit frank, report on PEACVL published this year by the province’s vehicle licensing body, the Société de l’assurance automobile du Québec (SAAQ), to take a peek through the eyes of an instructor and program coordinator. “What is fun with that project, is that trucking is the first job they’d had. Most students we have at CFTC, it is their second job,” Tremblay says. And this is exactly the point of the exercise: make it possible for kids to choose driving as their first career. Don’t let them get away, perhaps never to return. “(The program) is good like that. Many, many students like to drive trucks after they leave school, but they have to wait until they are 19. But young guys who are good workers will find work elsewhere. They won’t come back at 19 because they have a job, money, family. We see them come back to our classrooms 20 years later to fulfill their dreams,” Tremblay adds. There were some bugs in the pilot program that Tremblay would like to see corrected, like the kids having to sign a 24-month contract with a trucking company without knowing what sort of driving they would prefer. Tremblay thinks it would be bet-

ter to show young people what trucking is like, before signing up with companies. He says, “It was not like they started the program and then only later signed on with companies. They had to sign contracts. They knew they wanted to be truckers, but didn’t always know what kind of transport they wanted to do. It is a problem not just with the young ones. It is a problem with some other students who come to CFTC. “It was pretty good when the kid

sign for,” Tremblay says. And in any case, after the 24-month contract ends, and the young folks have their Class 1, they can move on to other companies.

W When they finish they have good training, and are the best drivers for their age.” a Rene Tremblay, CFTC

match between a student and a company. That could work well. But if the student did not have a relationship, it might not work well. Now, I have more experience with the program and I suggest that students spend a day with a company, whether B-train, four-axle – go for it.” But part of the experience was learning to man up, to honour commitments, even if some might wish they could switch to another company. “The young guys have to learn that if you sign, you have to do what you

“A couple of guys were not happy, but they completed their 24 months, got their Class 1, and moved to other companies. The companies were a bit mad, but the kids and the companies made money,” Tremblay says. The SAAQ report mentioned that a few of the students had “attitude problems.” What does that mean? Well, it’s no surprise to hear that operating a 500-hp rig is a bit of a rush, and, of course, it is no surprise to any Continued on page 23

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TRUCK September 2016 NEWS

Quebec instructor lauds young drivers in Quebec pilot program Continued from page 21

parent that the youth of today are not the least bit reluctant to speak their minds whenever it suits them. “‘I’m in a big truck. I want to do this. I want to do that.’ They would argue and talk a bit more than the older drivers. But not much. I started driving when I was 17 and I didn’t say nothing. But this generation talks more. They want a life more. It is not just in trucking. Trucking is still a

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hard, hard life, 70 hours a week. They don’t know what 70 hours a week is like,” Tremblay says. Underlining his respect for the students and their efforts, Tremblay notes, “They learn very fast. The only thing is that they have to slow down. For sure. They liked (the experience). They were pretty serious for their age.” And the industry, staring down the barrel of a massive driver shortage, should take note of this powerful endorsement by Tremblay of the training of young drivers. “When they finish they have good training, and are the best drivers for their age. They are 19 and they have about three years of experience already, and other companies are looking to take them.”

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TRUCK September 2016 NEWS

INSIGHTS

Small Fleet, Private Big Attitude Matters MIKE MILLIAN

are progressive and are considered the cream of the crop. Quality drivers are attracted to quality fleets, and the turnover rates at these companies are generally lower. The private fleet segment of the industry has always been sheltered from the perceived driver shortage and turnover issue. Private fleets have, for the most part, always had a waiting list of qualified candidates to fill vacancies. The turnover rate among private fleets is generally less than 10%, which means they do not have to recruit to replace the constant churn of drivers. Why does this portion of the industry see a much lower turnover rate and have little problem filling seats? Some reasons are: easier to understand pay

rates; more home time; better benefits; company pension plans; predictable routes; access to employee wellness programs, etc. Among private fleets, drivers are generally treated as a valued part of the brand and sales team. Since drivers are often valued more and paid accordingly, there has never been a shortage in this sector. I do not want to paint the entire for-hire segment with the same brush, so I want to be clear there are also many progressive for-hire fleets out there who provide this type of environment as well. These types of fleets can generally always fill their seats. So is the driver shortage real or perceived? In my personal view, we have a shortage of qualified drivers to fill the

seats of all the trucks that are out there, however I believe we have an excess of trucks available to move the freight we have – not a shortage of drivers. Do I believe this will continue to be the case? Absolutely not. The aging workforce is going to lead to a real shortage in the years to come. The amount of drivers who will be retiring over the next five to 10 years is not going to be replaced by the younger generation. The driver shortage is going to be real going forward for the entire industry, and an issue we must address – and soon. We need to figure out how to engage the next generation of drivers and introduce them to this industry and get them excited. If we do not do this, the driver shortage will rear its ugly head in the future, and that future is not far away.

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.

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he driver shortage is something that has been discussed in this industry for as long as I can remember. When I joined the industry as a driver 26 years ago, this discussion was top of mind then. It was discussed in trucking industry publications, on radio shows, at truck stops, by drivers on the CB – in short, in pretty much every circle of the industry you could think of. Current stats indicate the shortage is not going away, but that it is in fact worsening and will continue to worsen in the future. A recent report by the Conference Board of Canada indicates that the shortage of Class 1 drivers in Canada will reach 33,000 by 2020. The average age of the Canadian driver was 47 years old in 2014, up from 44 years old in 2006. In the US the stats indicate the problem is even worse. An American Trucking Associations report in 2015 indicated a shortage at that time of 38,000 drivers, with an expected shortage of 175,000 drivers by 2024. The average age of the commercial driver in the US was 49 in 2014. In light of such statistics, how can I even ask if the shortage is real or perceived? Well, lets look at things from a general point of view. Whenever an industry has a shortage of qualified labor, wages generally skyrocket as the fight for the limited talent pool strengthens. While wages for drivers are good, and progressive carriers have increased pay over recent years, most studies indicate that drivers are making comparable wages to what they made in the 1980s when you take inflation into account. The reason cited for the lack of a steady increase in pay is generally blamed on the increased costs placed on the industry due to, among other things, government regulations. Also, rates for hauling freight have not increased enough to cover these extra costs, keeping wages depressed. If we truly had a shortage of equipment and manpower to move available freight, would rates not skyrocket? Not to oversimplify, but if we have 10 loads available and 15 trucks available to move them, shippers will price shop and if they only care about price and not service, they will go with the lowest bidder, which keeps rates down. If we have 10 loads available and only five trucks available to move them, shippers will not be able to price shop, as demand has now outpaced supply, meaning rates would increase as carriers would be able to name their prices. Since this does not happen today, and rates are still far too low, the simple logic would suggest we do not have a shortage of drivers, rather we have an excess supply of trucks out there that are bidding on the same freight, keeping prices low. The driver turnover rate is also a stat that is used to indicate a shortage of drivers. The turnover rate in the long-haul for-hire industry has hovered around 100% for as far back as I can remember. One of the reasons cited is that a driver has his or her pick of jobs, as they are in high demand. An unhappy driver can simply shop for another job and move. While it’s true a highly skilled and qualified driver is and always will be in demand, these types of drivers are generally attracted to the carriers that

Is the driver shortage real or perceived?

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26 INSIGHTS

Pondering truck replacement cycles

You say tomato I say tomahto MARK LEE

his past month has been, shall we say, interesting. To start with, it’s the time when a lot of our customers have their annual shutdowns, so freight is a little slower than usual and things have been quiet lately as it is. My driver also took a two-week vacation so I had a truck parked, further reducing revenue. Although it was coincidental, it was actually a good time to park a truck; a two-week vacation at a really busy time would have a much greater impact on my income. I could have put a casual driver on the truck, but I’m not a big fan of that. Unless it’s somebody I know and

trust, I don’t want them in my trucks. The potential for damage and destruction is far too great. Now, I’m sure there are guys out there that only want to go to work here and there, but it’s not as simple as finding one of those guys. They have to be certified to drive at my carrier. If not, they need to do a week’s orientation. Sure, I could put somebody through that and pay them for their time, but then that pay would have to be set against the revenue they earn and with only two trucks there wouldn’t be enough of a benefit to go through the process. It’s far easier to park the truck and not worry about it for two weeks.

Having a truck sitting for two weeks also gives me the opportunity to give it a good going over. Things like an alignment and tire rotation can be done. In this case, I also swapped out the steer tires for two new ones. They were getting close to needing changing and although there were a couple of months left on them, it made sense to do them while the truck was gathering dust in the yard. I now wish I had left it a few more weeks, as on my driver’s return to the yard after his first trip back from vacation he ran over a bolt seal that somebody had thrown onto the floor after sweeping out a trailer in the yard.

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The previous set of tires had done 250,000 kms – the new one managed 2,500 kms. I could’ve repaired it, but I won’t do that on a steer tire, so I sold it to the tire company for just over half of what I paid for it the week before. I would love to find out who left the bolt seal lying on the ground. I never drop anything and always pick up anything that could possibly puncture a tire if I see it. I don’t want the karma of getting a flat myself. The rest of the month went pretty well. I didn’t pull any turnpikes, which meant my revenue dropped, but I had a fantastic month in terms of miles so the money in the bank will be the same. I just had to work harder to achieve it. I consider myself very fortunate in that respect. As I said, things are slow all over. Reading the tales on social media of sitting for days waiting for a dispatch was a world away from my experience. The only time I didn’t have a load offer before I had completed my previous run only lasted four hours before I got the welcome beep-beep from the satellite and I was short on hours that day anyway, so I lost no time at all. Speaking to my friends, the situation with them is all over the board. Some have never been so busy, some have not noticed any difference and some are experiencing slow times. Two of them have ordered new trucks as they have worn out their old ones. Well, not quite worn them out, but they’ve gotten to the point where another year will see some big expenses – new drive tires, emissions system clean-outs and parts replacements and a whole bunch of other stuff – that will take a good five-figure sum from their back pockets to satisfy. The decision makes a lot of sense to them and it got my cogs spinning, too. Now is a good time to be selling a three-year-old truck with around 600,000 kms on it. The disparity between the dollars has a big influence on that, however the flip side is that a new truck is considerably more expensive than it was when the first trucks were new. In reality, that means that although the prices themselves are higher, the price difference between a threeyear-old truck and a new one remains the same, so it won’t make any real difference now. I’m not ready to make any decisions right now. My trucks are only just over two years old and that’s a good thing. For one, I have absolutely no idea what I’m going to do next. I like the idea of a three-year replacement cycle in some respects, but I also like the idea of running a truck that, although older and a bit baggy, is bought and paid for. I’ve done both in the past and not regretted either decision, but the trucks today are so complicated that there’s the worry that a catastrophic failure of the emissions control system could mean a massive repair bill. One thing’s for sure, my two friends have given me much food for thought and many sleepless nights are sure to come as I decide which direction I want to take my business.

A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road.

TRUCK September 2016 NEWS

CHAMPIONSHIPS

Ontario champs to represent province at home in nationals Continued on page 14

Kelly Ward won the powderpuff competition for the second consecutive year; it’s a side competition held for spouses using a pickup truck. Many fleets were well represented at the event, with family members and colleagues there to offer their support. One such carrier was Kriska, which had two drivers in the provincials. Louis Carette finished third in the tandem-tandem category. “We were so proud to see Louis finish in the top three,” said Tammy Cryderman, Kriska’s director of operations, noting he started with Kriska six years ago as a newly licensed driver and went through the company’s training program. “Ryan (Tremblay) also represented us well.” Cryderman said the championships are a great event to support as a trucking company. “Given this event is made up of a written test, skills competition and a circle check, it reflects that driving is not just about the skills behind the wheel but also about their knowledge and dedication to safety,” she said. “Our drivers do a great job representing us every day, maneuvering through spots that, to many of us, look impossible and without the few hundred onlookers to give them the accolades they deserve. As a carrier, it’s important that we encourage participation in these events, giving them the opportunity to showcase their knowledge and talents in front of their peers, friends and family.” There were no women represented at this year’s provincials, but Jennifer Duval, also of Kriska, hopes to change that. She was named top rookie at the Toronto Regional Truck Driving Championships and was at the provincials to cheer on her colleagues. She said she will be competing again next year with an eye towards earning her way into the provincials. There are always some interesting human interest stories that emerge during the competition. This year, a highlight was the participation in the B-train division of a father and son: Dylan (son) and Wayne (dad) Burnett. Dylan was competing for the first time and finished in third place in the category, narrowly edged out by his father, who came second. Both drive for Home Hardware. We spoke to them about the experience afterwards. “I was more nervous for him than I was for myself,” said Wayne. “I wanted him to do well. I’m very proud of him.” “I have high expectations from him,” Dylan added. Wayne has been competing in the provincials every year since 1989 and has won the B-train category six times. Dylan started driving professionally four years ago and hopes to some day have his name etched on the same trophy. “It was a little tense. A little nervewracking,” he said of the experience. Sharing the Flying J blacktop with the drivers were some of Ontario’s top MTO inspectors, who were competing in the provincial inspector’s championships, vying for an opportunity to represent Ontario in the North America-wide competition to be held in Indianapolis, Ind. in August. Mike Wozniak took that honour. Peter Hurst, MTO’s director of carrier safety, noted Ontario inspectors

A competitor does the pre-trip inspection portion of the event while an MTO enforcement officer watches.

have won that competition four times – an accomplishment that’s unequaled by any other jurisdiction. Heidi Francis, assistant deputy minister of transport visited the event and

did a lap around the course, chauffeured by OTDC committee president Rob Jackson. Hurst commended all participants and event organizers.

“It’s a unique opportunity for officers and drivers to meet in an environment that’s collaborative and not confrontational, and to share their knowledge,” he said of the event.

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28 INSIGHTS

Easy as GST/HST; except by cheque

Tax Talk SCOTT TAYLOR

n theory, GST/HST should be a simple tax to file. You write down how much you paid on business expenses and the amount will be fully refunded to you. What’s hard is that there are so many different rates and rules. With New Brunswick and Newfoundland having changed their GST/ HST rates effective July 1, there are now four different rates in this country. Alberta, British Columbia, Manitoba, Quebec, and Saskatchewan are at 5%; Ontario is at 13%; PEI is at 14%; and New Brunswick, Newfoundland, and Nova Scotia are at 15%. Those provinces charging 5% might look cheap, but they’re not. All except

Alberta have a provincial sales tax in addition to the GST/HST, and you don’t get it back as a credit. So if you get your truck repaired in B.C. for $100, the total including PST and GST/HST would be $112. You can claim only the GST/HST portion – $5 – meaning your net cost for the repair would be $107. If you spent that same $100 in Ontario, where there is no PST on repairs, you’d be charged $113 including GST/ HST but you’d get to claim $13 back. Your net cost for the repair would be $100. Because sales tax rates and rules vary from province to province, you’d better pay attention to your receipts when you make your claim. If you live in the east and assume 15% HST on

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all of your receipts but also buy things in Ontario and Quebec, then you’re claiming back too much HST.

Electronic payments ‘Place of supply’

If you have to charge GST/HST when you send an invoice, fortunately there is no change to the “place of supply” rule for freight transportation services. The tax rate is based on the destination of the load. Say a manufacturer in Manitoba hires you to transport products to a wholesaler in Ontario. Because the destination of the freight is in Ontario, HST will apply to the freight transportation service at Ontario’s rate of 13%. If you have destinations in more than one province, the service of transport-

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ing the goods destined for each province is considered to be a separate supply. That means you must charge GST or HST for each part of the delivery at the appropriate rate. It’s complicated but those of you doing this already are accustomed to it. Nothing has changed. You just need to double-check that you are using the correct rates shown above.

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Mandatory electronic filing of GST/ HST returns using CRA’s NETFILE service has been with us since late 2010. Now it seems electronic payments are also mandatory. Well, electronic payments aren’t required but CRA makes paying by cheque very difficult. There’s no doubt how CRA prefers to be paid. CRA says it wants you to make payments electronically in order to cut down on the use of paper. Under this philosophy CRA has also stopped mailing out statements of account after you make payments – you’re expected to go online to see if you owe money. The trouble is, paper statements of account always included payment stubs that you could use when you paid by cheque. So now you don’t have payment stubs and have to go online to get one. Here’s the catch: banks are only allowed to take payment forms that are

When it comes to tax filings, plan to change your routines and become more ‘electronic’ to stay on top of your acounts. pre-printed with your name on them. You can’t just download a blank form from the CRA website. You must go to your My Account page and order forms that are specific to you. To make matters worse, CRA only sends payment forms by mail and the envelope includes only one form. That’s right, one. And you’re not allowed to use photocopied forms at the bank, either. So if you plan to make multiple cheque payments against your debt, you must order an official payment form from CRA each time. The other bad part in all this is that less mail from CRA means it’s easier to forget about making payments on time. The only reminder you can count on is a threatening letter after you haven’t made a payment in a while. CRA is mailing less for all types of accounts, GST/HST included. The latest statistics show that 84% of all income tax returns were electronically filed in 2016. No wonder Canada Post numbers regarding mail handling are dwindling. Leaving more trees standing is a great thing. But when it comes to GST/HST and other tax filings, plan to change your routines and become more “electronic” to stay on top of your accounts.

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.

TRUCK September 2016 NEWS

INSIGHTS

What will it take to end distracted driving?

Ask the Expert BONNIE LEARN

istracted driving is certainly not a new topic. There are numerous articles, videos, and public service announcements with the core message that distracted drivers substantially increase the risk of being involved in a collision. The evening news reflects the grim tasks that emergency services personnel are faced with each time they investigate a fatal collision scene. Words such as “senseless” and “completely preventable” are common terms in the post-incident dialogue. However, statistics are not drastically improving, even with the legislative changes that have been implemented across the country. So what will it take to create a change in attitude and behavior? It is time to rethink the approach and put ourselves and those that we love first. Whether you’re driving for a living, driving to commute for work or driving for pleasure, each time we take to the road we need to think of the driving task as an important task with the opportunity to achieve excellence. By understanding the responsibilities of a driver, you are taking the first step in achieving accountability for your own driving behavior. Consider for a moment what we

do each day while driving and take a meaningful look at your own on-road performance. Did you call someone? Did you drink a coffee or eat a sandwich? Were you changing the radio station or focusing on a GPS map? Did you miss an exit because your thoughts were elsewhere? If so, you were distracted! Over the last 20 years, there have been countless changes to the traffic infrastructure, volume, road quality along

Take a meaningful look at your own on-road performance. Did you call someone? Did you drink a coffee or eat a sandwich?...If so, you were distracted! with the technology within our vehicles. These changes require us to constantly adapt and adjust our skills and attention in order to safely navigate. Unfortunately, drivers lose focus every day as a result of these internal and external distractions, which are not properly managed and inhibit our ability to drive safely. If you were to complete a survey describing the type of driver that you are, how would you rate yourself? To test your own driving skills, consider performing a self-commentary

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while driving. This process requires you to verbally explain the details of your drive. This technique will increase your awareness skills and the time you have to respond and react to potential hazards. This powerful practice will improve basic driving abilities and ensure that focus is always placed on the task of driving. Performing the commentary while you drive will help identify behaviors that are distracting to yourself

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and others. It is only when we become aware of own skills or poor driving habits that we have an opportunity to make changes and develop processes for improvement. One effective process to consider is creating a tool kit of deliberate practices to assist with managing distracting situations. Such practices could include pre-planning your route to consider weather, traffic and road conditions as well managing your time to allow for any unexpected changes and avoid being rushed.

Understanding how personal wellness or fatigue can affect your ability to remain focused could also be helpful. Another practice to include is considering the most responsible way to manage your electronic communication by using an automated reply setting to notify others when you’re driving or turning the device off until you arrive at you destination. These deliberate pre-planned decisions will support your ability to manage distracting situations with confidence. Somewhere along the way, we have forgotten that driving is a full-time job that requires all of our focus. We need to look at our skills and work at becoming better and more aware drivers. Learning to test our skills with a commentary and creating a safety tool kit we can better prepare ourselves for the many distractions while increasing our skills and awareness level. Tomorrow before you drive, take a look at yourself as you adjust your mirrors, be reminded of how valuable you are to your family and friends. Lead by example and be willing to consider a change in behavior that may well save your life.

This month’s expert is Bonnie Learn. Bonnie is a risk services specialist and has served the trucking industry for more than 23 years providing loss control and risk management services to the trucking industry. Northbridge Insurance is a leading Canadian commercial insurer built on the strength of four companies with a longstanding history in the marketplace and has been serving the trucking industry for more than 60 years. You can visit them at www.nbins.com.

30 HEALTH

Fuel your body with fresh corn

Preventive Maintenance KAREN BOWEN

lthough summer is winding down, there’s still plenty of time to fire up the barbecue and nothing adds to the BBQ menu like fresh corn on the cob. Boiled, foiled, or baked, on or off the cob, gluten-free corn delivers a variety of antioxidants, vitamins and fiber in every delicious mouthful. Fresh corn, usually classified as a vegetable, is one of the most widely grown vegetables throughout the world, including in North America, China, Brazil, Mexico, Russia, Ukraine, Romania, and South Africa. On the other hand, when dried, corn (including popcorn) is considered a whole grain

when the kernel has been retained. Originally from the Americas, Christopher Columbus carried corn back to Spain, recognizing its high yield per acre as compared to other types of grains, such as wheat, barley and rye. Over time, corn has become the dominant crop. Although you are probably most familiar with yellow corn, there are many corn varieties in many colors. All types come from the same genus and species of plant – Zea mays. However, more than 100 subspecies and varieties exist within Zea mays and their kernels can be white, yellow, pink, red, blue, purple, or black. While all varieties offer antioxidant phytonutrients that fight free radicals, each variety offers a

unique combination. Corn’s general key antioxidant phytonutrients include: anthocyanins, ferulic acid, beta-carotene, caffeic acid, coumaric acid, caffeic acid, ferulic acid, folic acid, lutein, and syringic acid, vanillic acid, pantothenic acid, phytocatechuic acid and zeazanthin. Yellow corn, in particular, contains a higher concentration of the carotenoids lutein and zeazanthin, which help maintain vision and eye health. Blue corn has a richer supply of antiinflammatory and anti-carcinogen anthocyanins, which help prevent cardiovascular disease and reduce the risk of diabetes and obesity. Purple corn offers a particular hydroxybenzoic acid (protacatechuic acid), which may reduce the

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effects of arthritis. In addition to antioxidants, corn also contains vitamins and minerals. With a high concentration of Beta-carotene, corn offers up to 10 times more Vitamin A than other grains. Vitamin A protects against cancers, measles and age-related macular degeneration. Corn also contains the B Vitamins: B3 (niacin), B5 (pantothenic acid) and B9 (folic acid). Niacin supports healthy skin, nerves, digestion and also boosts HDL (good) cholesterol. Pantothenic acid is necessary to efficiently metabolize carbohydrates, proteins and fats, and to maintain healthy skin. Folic acid supports cell production and a healthy circulatory system. Corn also contains phosphorus and manganese. Phosphorus works with the B vitamins to regulate muscle contractions, heartbeat and nerve impulses and to maintain kidney function. Manganese impacts many chemical processes affecting cholesterol, carbohydrates, protein and bone formation. As well, corn is high in dietary fiber – four grams per cup of soluble and insoluble. Soluble fiber helps reduce LDL (bad) cholesterol by reducing cholesterol absorption and increasing expulsion. Insoluble fiber helps prevent constipation by promoting soft and bulky stool that is easily expelled, reducing your risk of constipation, Irritable Bowel Syndrome, hemorrhoids, diarrhea and/or colon cancer. Recent research indicates that corn fiber can be easily metabolized into short chain fatty acids (SCFAs) in your large intestine; SCFAs support friendly bacteria in the bowel and also provide a direct supply of energy and nutrients to the cells lining your large intestine, further reducing your risk of colon cancer. Because corn is relatively low in calories (143 calories/cup), it can be part of a weight loss/management program; 73% water, corn’s bulk can satisfy an appetite without excess calories and its protein (six g/cup) and fiber can keep you feeling full longer. However, since corn is rated ‘medium’ in the glycemic index, be sure to monitor concurrent carbohydrate consumption, since corn could moderately boost your blood sugar. One cup has 31 grams of carbs – almost a quarter of the daily recommended intake Whether shopping at a roadside stand, a local market, or grocery store, select the freshest, most nutritious ears of corn. Husks should be fresh and green, not dried or wilted with leaves that securely envelope the ear. Gently pull back a small section of leaf to see the condition of the kernels. The kernels of good quality corn should be plump, not dented, and should run lengthwise in parallel rows down the cob. As well, avoid microbial contamination by choosing cobs that have been kept shaded, cool and/or refrigerated. For best flavor, cook corn the day you buy it. Or, store it in its husk in an air-tight container in the fridge for up to three days. To prepare just before steaming or boiling, husk the cob. To retain nutrients, steam for five minutes. If boiling, place cobs in boiling water and once the water returns to a boil, boil the cob two minutes longer. If cooking on the BBQ, wrap corn with husks in foil and place on the grill for around 10 minutes, turning occasionally. Enjoy corn, a renewable body fuel.

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

TRUCK September 2016 NEWS

In search of

Test

Back behind the wheel DR. CHRIS SINGH

What is celiac disease?

or the past few years, we have been hearing a lot about gluten and glutenfree diets in the media. Gluten is a protein that is found in rye, wheat and barley. Most peoples’ bodies can digest gluten with no problems. However, for some people, gluten can cause severe symptoms. Celiac disease is an immune condition or sensitivity to gluten. For people with celiac disease, eating gluten causes an immune response in the small intestine. This response eventually leads to inflammation in the lining of the intestines. Prolonged inflammation results in damage to the walls of the intestine. This damage causes the body to be unable to absorb nutrients that are required for good health and growth. The exact cause of celiac disease is unknown, however, there does seem to be a genetic component as it tends to run in

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families. The signs and symptoms of celiac disease can vary significantly from person to person. However, diarrhea, weight loss, constipation and stomach pain are commonly experienced. If your doctor suspects that you may have celiac disease, they will order blood tests to look for specific antibodies in the blood, which indicate an immune reaction to gluten. Your doctor may also recommend and endoscopy to better visualize the small intestines and to take a tissue sample. Unfortunately, there is no cure for celiac disease. The goal of treatment is to manage the symptoms by eating a gluten-free diet. Due to the fact that gluten is present in many foods, your doctor may refer you to a dietitian. Foods such as fruits, vegetables, meats and dairy products generally do not contain any gluten. It is important to carefully read food labels as gluten is contained in many processed foods. The good news is that once gluten is removed from your diet, the inflammation in the small intestine will decrease. In addition to a gluten-free diet, your doctor may prescribe steroids to help reduce the inflation in the small intestines. Vitamin and mineral supplementation is often recommended to help decrease nutritional deficiencies. Most people start to feel better within a few weeks. However, it may take several years for all symptoms to fully resolve. Until next month, drive safely.

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32 INSIGHTS

Why drivers need to keep an open mind

Over the Road AL GOODHALL

or some, social media is like chocolate cake, you just can’t get enough. Algorithms tailor our social media newsfeeds to surround us with the sweet taste of our own ideas and beliefs. But that sweet fatty diet is poison to us in the long run. Our bodies need variation in our diet with a focus on healthy foods to stay healthy over the long term. We need to apply those same rules to our media diet. By consuming only the sweet memes and the tasty clickbait, we poison our mental environment that in turn affects our ability to think clearly and objectively about the is-

sues that are important to us. The debate raging around electronic logging devices (ELDs) is a case in point. On one side, we have the opinion that ELDs are an invasion of our personal rights and freedoms and should not be mandated. On the other side, the argument is made that road safety hinges on all trucks having these devices in place, thereby leveling the playing field by making sure that everyone is playing by the same rules. There does not seem to be any middle ground in this debate, yet most drivers fall between these two extremes. All drivers must keep a daily log

of their activities, there is no debate over that point. Large corporate carriers insist on increasing their technological presence in the cab using invasive technologies and independent drivers insist on maintaining paper logs that can easily skirt the letter of the law. Both sides pay lip service to the core issues of public safety and driver safety by building an echo chamber for their cause through social media. This is not an issue that has only two sides. In today’s connected world, drivers need the data that technology provides to protect their rights and their safety more than ever. They do not need legislation to ram

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it down their throats. Drivers need education and training. The legislation should be focused on protecting a driver’s privacy, not solely on a corporation’s right to impose practices that benefit their bottom line. There is a middle road and it is about ethics and morality, not about the law. For six years I have been using an ELD. It has brought benefits to both the company I work for and for myself. It has not hampered my ability to earn a living. I run just under 3,000 miles every week (five days) in both Canada and the US. The company has been able to use the data it captures to provide an incentive program that has not only increased profits for the company but has provided additional income for the majority of its drivers. We are one of the few companies our size that maintains the highest CVOR rating available for the past three years running and has also been voted one of the top 10 companies to work for in Canada by its drivers, also for three years running. Is this because an ELD law has been mandated? Of course not. It is because of the honesty and integrity the owners bring to the table. Drivers are partners in the business, not tools of the trade. Technology has been and continues to be incorporated in a way that is beneficial to all. Are there growing pains? Yes. Could these gains have been made operating in a digital world with paper logs and no technology to capture the data that guides that ethical decision making? Of course not. I agree wholeheartedly that as drivers, we need to band together to speak out against the imposition of technology that focuses solely on the financial return to the corporate investor at the expense of the health and wellbeing of the individual driver. I do not support legislating ELDs across the board. The small independent trucker has increasing access to technology to compete in today’s market just as any other small businessperson does. Government should be making sure that that access remains open and is expanded to entrepreneurs by not imposing costly fixes that benefit only the large corporations. If independent truckers want to continue to operate with analog systems like paper logs in the digital world that we live in, then let them. In another decade this business practice will dry up as so many manual systems have. They will not be cost-effective and will not provide the information needed to compete in the modern marketplace. We need an educated well-informed driver pool to make sure this industry remains healthy, not just for the driver but for the companies we work for and contract our services to. Drivers need to diversify their sources of information and refrain from making decisions based on Internet memes, sound bites and headlines. Open your mind, research opposing opinions, engage in friendly debate and ask why, why, why? The health of our industry depends on it.

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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.

TRUCK September 2016 NEWS

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Cummins unveils new engine series New X15 to provide stronger fuel economy and performance By James Menzies DUBLIN, OHIO Cummins has taken the wraps off an all-new heavy-duty engine series it feels will cement the 15-liter’s spot in the market by bringing additional efficiency and stronger performance. Gone is the ‘IS’ from the name. The new 2017 engines are branded the X15 while an X12 will come online in 2018. The X15 is available in two versions: Performance and Efficiency. The Efficiency series is dialed in for maximum fuel economy while the Performance model is designed for more rigorous applications where additional torque and power are needed. “The big bore engine is here to stay,” declared Lori Thompson, vice-president of marketing with Cummins when unveiling the engines to the trade press July 22. The engines were made available for test drives at the Transportation Research Center near Columbus, Ohio. The X15, in a direct comparison to a current generation and identically spec’d ISX15, showed markedly better throttle response and engine braking. Cummins officials said they optimized the software calibrations and air management systems for greater thermal efficiency and to improve performance and reduce fuel consumption. “Thermal efficiency is really how we extract the power from the fuel,” explained vice-president of engineering, Jim Fier. “There are many changes on this product on how we do that; how it breathes. Different valve timings, different ways to alter the injection process. Compression ratio. There are a lot of things we adjusted in order to extract more power from the fuel.” Cummins said customers will see about a 3% fuel economy improvement versus the current ISX15. Comparing the X15 to a 2012 ISX15 yields an even more impressive 20% fuel economy improvement, Fier pointed out, making a compelling case for replacing older trucks. A four-hour run on the 7.5-mile oval track at the Transportation Research Center yielded fuel economy of close to 10 mpg with a loaded trailer. Cummins is also extending service intervals and promising reliability won’t be compromised.

Cummins demonstrated its new X15 engines in a variety of trucks during a recent ride-and-drive in Ohio.

“Every enhancement was made with dependability in mind,” Fier said, adding the engine underwent the most extensive field trial program in Cummins history, accumulating some nine million miles. Diesel particulate filter (DPF) cleaning intervals have been pushed out to 800,000 miles and oil drain intervals are now 50,000 miles on trucks that average 6.5 mpg or better. Further, Cum-

“

T big bore The engine is here to e sstay. ” Lori Thompson, Cummins

mins is offering a new oil analysis program called Oil Guard, which will help customers extend drain intervals to as much as 80,000 miles in duty cycles that will allow it. The new program provides an opportunity to customize drain intervals by specific application rather than applying broad recommendations across the segment. Also new is a one-piece aftertreatment system that Cummins said reduces space requirements by 60% and weight by 40%. The system combines

the diesel oxidation catalyst, DPF and selective catalytic reduction system in one canister. The power ratings are as follows: The X15 Performance can be spec’d with 485-605 hp and up to 2,050 lb.-ft. of torque. The X15 Efficiency can produce 400-500 hp and torque of up to 1,850 lb.-ft. The X12 can be had with 350-475 hp. Thompson said the X12 offers the highest power-to-weight ratio in the industry and is at least 150 lbs lighter than competitive engines. The engines are also built with connectivity in mind. All X15 and X12 engines will be capable of receiving overthe-air engine calibration updates. This means fleets can update engine software without taking the truck into a dealership and can even remotely program the engine for a different duty cycle. This will be done through approved telematics platforms. The fleet manager sends the update to the truck from his or her computer and the driver is then prompted to approve and finalize the calibration update. A backup is created in case there are any issues with the update. Amy Boerger, vice-president of sales with Cummins, said the company now has 45,000 trucks equipped with its Connected Diagnostics remote diagnostics platform. Connected Calibrations with over-the-air programming is the next step in connectivity for Cummins.

“That’s uptime for them,” Boerger said. “They no longer have to bring the truck into a shop to get a calibration update.” Also demonstrated at the event was an X15 Efficiency model with SmartCoast and ADEPT features, as well as predictive cruise control. GPS-enabled predictive cruise looks ahead of the truck by two miles and adjusts acceleration accordingly to maximize the time spent coasting. Fier said it effectively makes every driver a fuel economy expert. SmartCoast lets the truck run at idle on slight downhill grades. A lap around the track saw the truck coasting about a third of the way around, with very subtle changes in terrain. Cummins says an LTL fleet has been testing SmartCoast and operates in coast mode burning minimal fuel 18% of the time. With the introduction of the X15, Cummins says it will meet and exceed its obligations to enhance fuel economy as part of the next phase of EPA/NHTSA regulations aimed at reducing greenhouse gas emissions. The X15 enters limited production in the fourth quarter, with full production ramping up in January. Cummins anticipates building about 1,400 such engines during the pre-production phase, about triple the usual volumes for the phase. The X12 will hit the market in 2018.

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34 EQUIPMENT

New Detroit DD5 to be offered in Freightliner M2 106 By James Menzies YOUNTVILLE, CALIFORNIA Daimler Trucks North America (DTNA) recently announced the availability of its new Detroit DD5 engine in the Freightliner M2 106 medium-duty truck, which the company says will bring the benefits of integrated powertrains to the segment. Richard Howard, senior vice-president of sales and marketing, told journalists July 28 that the new engine launch was inspired by customer demand. “We have full integration in the Class 8 market and all the benefits that has brought to our customers. Customers were asking for choice in the medium-duty market,” Howard explained. “We are mainly customer-driven in terms of bringing something to the market that isn’t a me-too product.” Daimler has benefited from the move towards vertically integrated pow-

ertrains in the heavy-duty segment, where it now has Detroit engines installed in more than 90% of the trucks it builds. It has also seen a faster than expected uptake of its DT12 automated manual transmission, which is now ordered in about 70% of its trucks. But developing the DD5 for the North American market was no small task. Daimler has invested US$375 million into configuring its Detroit plant to bring production to North America and it took a significant amount of work to adapt the base engine - available in Europe for three years - for North American duty cycles. “It’s a big commitment to bring an engine into this market,” said Kary Schaefer, general manager, marketing and strategy with DTNA. “We took the commitment very seriously and we took a cautious approach to the market.” Initially, the DD5 will be offered only in the M2 106 and in certain pickup and

delivery applications, with production commencing in October. Power ratings will include 210 hp/575 lb.-ft. of torque and 230 hp/660 lb.-ft. Schaefer said the engine has undergone more than three million miles of testing and the company is confident it will bring a 3% fuel economy improvement compared to current engine offerings, even taking into account enhancements the competition is

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likely to be developing. The DD5 is a four-cylinder design, but Schaefer emphasized the engine is capable and robust. Detroit is touting a B10 life of 400,000 miles, meaning only 10% of engines built will need significant work by the 400,000 mile mark. “As a testament to our confidence in the DD5, I am excited to announce we are backing it with a three-year/250,000mile engine and aftertreatment system warranty,” said Schaefer. She explained the four-cylinder design reduces parts complexity and provides sufficient performance and power, while also allowing easier access to the rear of the engine. The company is also extending service intervals. Engine oil and filter changes don’t have to be done until the 45,000-mile mark. Diesel particulate filters (DPFs) can go 200,000 miles between cleanings and the diesel exhaust fluid (DEF) filter only needs to be replaced every 300,000 miles or three years. “These are the longest service intervals for a comparably spec’d engine,” Schaefer said. The crankcase is designed from cast iron eliminating the need for cylinder liners. Ribbing gives the crankcase extra stiffness and helps reduce weight. A dual stage turbo allows better airflow than a variable geometry turbo, Schaefer explained, and is simpler in design. Also new is variable camshaft phasing, which Schaefer said produces higher exhaust temperatures to enable more efficient exhaust aftertreatment. “The aftertreatment performs better when temperatures are hot,” she noted. The two stage engine brake can provide 180 and 220 braking horsepower, which Schaefer noted is nearly 50% better than that offered by competitive engines. The DD5 is already compliant with Phase 2 of the EPA/NHTSA greenhouse gas emissions regulations. In 2018, production of the engine will shift from Germany to the US. At that time, DTNA will expand the applications in which the engine is approved for. It will also bring to market a DD8 engine in 2018.

On the Road: Driving the DD5 By James Menzies YOUNTVILLE, CALIFORNIA

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There will be skeptics. Detroit knows there will be skeptics. But the company’s bold move to challenge existing six-cylinder mid-range engines with a four-cylinder offering will deliver not only equal performance, but also benefits in terms of durability, serviceability and total cost of operation, the company contends. And after an hour behind the wheel of a Freightliner M2 106 powered by Detroit’s new DD5 engine, I have to say the engineers who designed this engine have coaxed a surprising amount of power and performance out of the four-cylinder design. Like many Daimler products, this engine was born in Europe three years ago but then extensively reconfigured for North American duty cycles. The company is taking a conservative approach to this market, initially offering the DD5 only in the Freightliner

TRUCK September 2016 NEWS

M2 106 and in certain stop-and-go applications. It will expand applications and power ratings – and will offer a larger DD8 – in 2018. By introducing a mid-range engine to the North American market, Daimler feels it will bring the benefits of vertical integration enjoyed in the Class 8 segment – where more than 90% of its trucks are sold with Detroit engines – to the medium-duty market. Customers can now pair a Detroit engine along with Detroit axles. There’s no talk yet of a Detroit transmission for this segment but it seems a logical next step. The trucks made available for first drives contained Allison’s 2500 RDS transmission. They also featured Detroit 10k front axles and 17.5k rear axles with a 5.71 rear axle ratio. Some were empty while one was loaded to 24,000 lbs. They were Class 6 trucks with 20-ft. dry van bodies. The DD5 was rated at 230 hp and 660 lb.-ft. of torque. On the road, the DD5 demonstrated snappy throttle response and little noise. Plastic bits can be found in key places on the engine to reduce noise. There was also considerable attention given to how the engine is mounted into the chassis, which reduces vibration inside the cab. The DD5 has some unique attributes. It’s the first engine in the diesel engine space to use variable camshaft phasing (VCP), a feature that’s been borrowed from the passenger car segment and used by Detroit for the first time in a diesel engine. This will contribute to more efficient aftertreatment, according to Chris Moran, program manager, who explained how it works in an interview with Truck News. “With the new emissions systems, since we’ve gone to DPFs and SCR technology, some of the challenges, especially in P&D trucks, are when they’re empty or lightly loaded and you’re stop-and-go, it’s important to keep the aftertreatment system efficient in terms of burning off soot and NOx control,” Moran said. “One of the key things that VCP allows is, we’re able to open the exhaust valves sooner in the combustion process than we normally would, when you have more heat, so in effect you’re putting more heat into the aftertreatment system, which allows us to manage it more efficiently.” This has enabled Detroit to extend DPF cleaning intervals to 200,000 miles or 321,000 kms, depending, of course, on duty cycle. Detroit is also including the aftertreatment system in its engine warranty. The ability to compete with a sixcylinder engine and to get comparable power and torque out of four cylinders, came down largely to Detroit’s ability to manage the combustion process. It opted for a dual stage turbo rather than a variable geometry turbo to help with air management and in favor of simplicity. Moran said the goal for engineers was to deliver equal performance to existing six-cylinder products, but greater fuel economy – 3% or more, Detroit claims – and improved durability. It is also promising longer service intervals: 45,000 miles/73,000 kms between oil and filter changes in short-haul applications. This, too, will drive down operating costs. Detroit is touting a B10 life of 400,000 miles, demonstrating some swagger over the longevity of the engine. “A lot of care has gone into making sure this engine is going to last,” Moran said.

The new Detroit DD5 was recently made available for test drives in a Freightliner M2 106 Class 6 truck.

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Mack moves forward with DME-fueled trucks By Sonia Straface NEW YORK, N.Y. Mack Trucks executives recently gave trucking press a peek at a dimethyl ether (DME)-fueled truck it has in the works. “We’re constantly looking at what is needed in the industry,” said Roy Horton, director, product strategy, Mack Trucks, “especially when it comes to alternative fuels. DME is one of them. DME is not a natural product. It’s synthetic.” DME can be made from a variety of methane-containing products, including food waste, Horton explained.

“So to have an option to convert food waste into fuel is very interesting, especially for a city like New York, where food waste is an issue,” Horton added. Mack Trucks announced it is currently looking to work in partnership with New York’s Department of Sanitation (DSNY) to determine if DME can work for its various applications in the city. “It’s a fantastic opportunity for us and for the industry,” Horton added, saying that it has a DME-powered Mack Pinnacle ready for testing. Mack Trucks execs said they have had their eyes on DME as a fuel

The New York City sanitation department is excited about the potential of DME-fueled trucks.

option for a while because of its potential. “Our expectation is (DME is) go-

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ing to be in line with diesel,” Horton said. “It answers a lot of challenges that have been posed by the natural gas industry. And there’s lots of positives…It’s not under high pressure. It doesn’t vent. If you puncture a tank, it’s not going to explode. It’s something that you can use with little modification to your diesel engine.” And these positives have seemingly rubbed Kathryn Garcia, DSNY’s commissioner, and Rocco DiRico DSNY’s deputy commissioner, the right way. Both agreed that DME would be a good way for the department to fuel trucks. Garcia said she likes the fact DME trucks can fuel in the same way as diesel and the engine of the truck isn’t complicated with much aftertreatment. However, for now, DME is not a reality for DSNY because of the various regulatory steps the fuel and truck have to go through before they can

“

T truck I drove The performed p fflawlessly…and it had the torque and h tthe power that we need.” n Rocco DiRico, New York City

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legally hit the busy roads of New York. “Look, we’ve already driven DME,” DiRico told the press in attendance. “The truck I drove performed flawlessly…and it had the torque and the power that we need…but once again, the regulatory side, the fuel needs to be vetted.” Garcia added she also likes the fact that DME fits in with the notion that trash has a value – something she said more people need to consider. DSNY said deploying DME-fueled trucks is an ongoing process but it is tough to put a timeline on when they could potentially invest in the alternative fuel. Currently, Mack is the main provider of heavy-duty vehicles for DSNY by way of competitive bid. More than 90% of the trucks in DSNY’s fleet of 7,000 are Macks. “(Mack Trucks) has been able to produce trucks that fit the stringent needs that we have at a competitive price,” DiRico said. “They’re our current contract provider. Though the contract expires in nine months.”

TRUCK September 2016 NEWS

Shell to bring new category engine oils to market early PC-11 a proposal no more, Shell says, as it launches CK-4 engine oils By James Menzies WASHINGTON, D.C. Faced with the challenge of having to formulate its oils to a new specification, Shell took the opportunity to completely redesign its portfolio with even tougher future standards in mind. Shell recently invited journalists to Washington, D.C., where the new CK-4/FA-4 standards were born. Originally known as PC-11 (proposed category), the launch date for the new category is Dec. 1. The standard was driven by government mandates calling for cleaner engines that produce less CO2 and achieve greater fuel economy. Engines designed to meet the impending greenhouse gas (GHG) standards will likely run hotter and manufacturers turned to oil suppliers to develop a better quality engine oil. The result of that will be the introduction of CK-4 and FA-4 engine oils, which will hit the market in earnest in December. Shell is ready now. It will be rolling out its CK-4 oils this month, though they can’t be labeled as such until Dec. 1. Customers will see improvements, especially in terms of oxidation stability, aeration control and shear stability. It also announced a new Rotella T5 Ultra 10W-30 FA-4 oil that will hit the market in December, giving fleets even greater fuel economy thanks to the lower high temperature high shear (HTHS) properties. Meeting the standard early should not be mistaken for crossing any sort of finish line, noted Chris Guerrero,

global HDEO brand manager, Shell Rotella. “The fact of the matter is, this is simply where the next chapter begins for Shell Rotella,” he said, adding the launch marks one of the more comprehensive and ambitious product overhauls in the company’s history. Interestingly, Shell has come to discover even its current CJ-4 engine oils were strong enough to meet the new, more stringent CK-4 specification. However, Guerrero said a decision was made internally several years ago to exceed what’s required and to look for ways to greatly improve its existing Rotella oils. The new CK-4 and FA-4 products were about five years in development, he noted. “It’s a proud day for us,” added Dr. Richard Tucker, general manager, technology, B2B Lubricants. “This is a culmination of a huge amount of effort.” Shell has conducted more than 40 million miles of real world testing in developing its new oils. Engine teardowns have proven there is no compromise in terms of engine protection. The CK-4 products will be a straight replacement to today’s CJ-4 category oils and can be used in older engines. Oil companies are still waiting to find out to what extent, if any, engine manufacturers will allow FA-4 in older engines or promote it in new ones. “Having OEMs mandate the use of FA-4 would be a big help in terms of the acceptance of that product,” said Matt Urbanak, HDEO technology manager with Shell.

Cervus hosts Innovation and Class tour

Even without engine manufactures pushing the adoption of FA-4, Dan Arcy, global OEM technical manager, says a business case can be made for using it based on the fuel savings. While Shell has yet to release any hard fuel economy data, Arcy said customers should see their fuel bills reduced by about 0.5% if running a 10W-30 FA-4 oil rather than a CK-4 of the same viscosity grade. Arcy said a fleet will see about a 2% improvement if it goes from a 15W-40 CK-4 oil to a 10W-30 FA-4. But without the OEM push, Shell acknowledges the upgrade to FA-4 may be slow out of the gate and so it has decided to initially meet this market’s needs with a single viscosity grade. “We are prepared to add more viscosity grades to that when we feel there’s a market for it,” Arcy told Truck News in an interview. “Right now, based on our discussions with OEMs, we’re not 100% positive all of them are going to go to FA-4 oils and in our discussions with fleet customers, not all of them are going to go to FA-4 or will be capable of going to FA-4. So after discussions with both OEMs and our customers, we decided that coming out with a 10W-30 in December would be an appropriate product to have to meet those requirements at this time. But if the market requires a 5W-30 FA-4, we’ll have that available.” To prevent confusion and misfills, Shell’s FA-4 packaging is unique and easy to identify, thanks to a red cap, clear labeling and the use of Ultra branding. If FA-4 is put into older engines, the results won’t be catastrophic. Urbanak noted Shell has been testing its FA-4 prototypes in legacy engines without any problems. The only side effects might be low oil pressure at idle or the triggering of engine fault codes.

With two engine categories in the market, fleets will have to be mindful of what they’re buying and putting in their trucks. Shell also pointed out the HTHS properties have a greater influence on fuel economy than viscosity alone. For example, in recent tests, a 10W-30 oil with a lower HTHS number achieved better fuel mileage than a 5W-30 with a higher HTHS number. Similarly, a FA-4 10W-30 is likely to be more fuel-efficient than even a CK-4 5W-20. Shell is actively doing its part to eliminate all the confusion that seems destined to hang over the rollout of the new category oils. It continues to update its WhatIsPC11.com website with information about the new products. As part of its portfolio overhaul, Shell is also introducing its first full synthetic Rotella T6 5W-30 multi-vehicle oil. It meets the CK-4 specification and can be used in both diesel and gasoline engines. The company is also enhancing the packaging of its products to make one-gallon jugs easier to handle and store and is adopting easier-to-read labels. But even with its product line completely overhauled and the early meeting of the new specification, Urbanak emphasized Shell won’t be resting. “This is not the finish line,” he said. “Our technological development doesn’t end with the launch of these new products. There will be a significant effort next year around benchmarking our products. We have a helluva lot of engine testing ongoing today and that engine testing will continue as we get access to these newer model year engines.” What’s next? Urbanak said the company is already testing even lower viscosity engine oils to see how much further it can go.

Trailcon Leasing expands in Western Canada BRAMPTON, ONTARIO

MISSISSAUGA, ONTARIO Peterbilt’s Innovation and Class tour rolled into Cervus Equipment’s Mississauga location July 13, showcasing the company’s latest products. The tour centers around a mobile display that lets customers get an up close look at the Paccar MX-11 and MX-13 engines, learn more about Peterbilt products and even try their hand at a driving simulator. The airconditioned trailer offered a welcome reprieve from the heat outside, where a free barbecue lunch was served up and where Cervus reps mingled with customers. “We’re mainly giving them an opportunity to see some of the new innovations and technologies that are going into the trucks,” explained Andy Pipe, branch manager for Cervus Equipment in Mississauga. “Also, it helps customers to build a relationship with the dealership, meet the service manager, the parts manager and the sales manager and go through the trucks we have in stock.” Trucks in stock is something most dealers industry-wide have too many of. Inventories are high after orders slowed suddenly last year while truck plants were producing at near capacity. Pipe said this makes it a good time to buy a new truck from stock.

Andy Pipe

“We’re focusing hard on moving some of those stock trucks,” he said. “We have had some really good success. We’ve had employee incentives for referrals on stock trucks and have been aggressive with our customers to work out deals with them to get some of those trucks into their hands. I’m very comfortable with the success we’ve had so far in moving those stock trucks.” The company continues to offer attractive financing (1.99% was displayed prominently in the windshields) as it continues to bring its inventory back in balance. Pipe said he was expecting 100-150 customers throughout the afternoon at the event. One of the things generating the most interest was the new EPIQ package, a series of aerodynamic features that optimize the fuel efficiency of the on-highway Model 579.

Trailcon Leasing has acquired Stewart Trailers, a welding, mobile service and trailer repair facility in the Greater Vancouver area. The move strengthens Trailcon’s presence in Western Canada, and continues its expansion in the area after the purchase of Hubs Trailer Service in Calgary, Alta. “Our mission was to fully integrate Hubs into the Trailcon business model while retaining all the Hubs customers and employees,” said Trailcon president Alan Boughton. “Once we accomplished this, we proceeded with a new acquisition that fit well with Trailcon’s long-term progression. As a friend once said to me, ‘You can do it fast or you can do it right.’ Trailcon believes in always doing it right and the time was right for the Stewart Trailers acquisition.” Brian Jones, who was hired as Trailcon’s branch manager in Vancouver last year, was tasked with finding the right business and facility for the company’s expansion. “Stewart Trailers gives us a top-notch facility on a popular trucking route in the Lower Mainland and the opportunity to serve a solid group of customers established by the great people at Stewart over the past 56 years,” Jones said. The new facility is located on the South Fraser Perimeter Road, north of the Trans-Canada Highway on Hwy. 17.

Tallman Group buys Tru-Nor Truck Centres MISSISSAUGA, ONTARIO Tallman Group has announced it has acquired Tru-Nor Truck Centres, with locations in Sudbury, Timmins and Sault Ste. Marie. The deal closed Aug. 1. The Truck-Nor Truck Centres International dealers have been in business for more than 25 years. “This acquisition aligns with our strategy to grow and expand our geographic footprint throughout Ontar-

io. With the addition of three dealerships in Northern Ontario we now offer customer support from a total of 14 locations and eight associate stores. We are very pleased to be adding such a highly regarded dealership group as Tru-Nor Truck Centres to Tallman Group,” said Kevin G. Tallman, president of Tallman Group. Terry Descoteaux, general manager of Tru-Nor Truck Centres has been named vice-president of the dealerships.

38 TANKER TRAILERS

TRUCK September 2016 NEWS

Purchasing and maintaining

tanker trailers By Derek Clouthier There are so many different types and models of tankers used to haul a variety of products across Canada – crude oil, refined petroleum, chemicals, dry bulk, farm equipment, hot products, jet fuel – but despite their durable appearance, these cylindrically-shaped trailers still require some tender love and care. “A quality continuous preventive maintenance program shows in the longevity and the presentation of the equipment,” said Allan Paaren, vice-president of sales for Ontario for Tremcar, a manufacturer of tankers for the North American market. “Dealing with dangerous goods, food products and bulk commodities in general is serious business.” Darren Williams, Tremcar’s vicepresident of sales for Western Canada, said how a tanker is maintained can depend on what you’re hauling. “For petroleum, normal maintenance is all they need to do,” Williams said. “For crude oil, they should never leave a trailer parked for an extended period because there are harmful agents such as H2S (hydrogen sulfide) that is in the oil that can harm the liner or bare aluminum.” Bruce Daccord, president of Transcourt Tank Leasing, said one of the most vital maintenance tips that often gets overlooked as soon as someone purchases a tanker is keeping it clean. “A clean trailer allows you to more easily spot trailer problems,” he said. “As a North American provider, we see the effects of severe winter and off-road situations that the oil and gas industries take our equipment into.” Daccord said the combination of severe weather and the use of de-icing chemicals that attack electrical connections and metal parts, mean keeping a tanker trailer clean is not only a challenge, but also a growing concern.

“We have a saying that, ‘Nobody washes the rental car,’” Daccord said, “but it is typically the lowest cost in overall maintenance, but in some situations yields the biggest savings.” Derek Lane, fleet manager for Western Canada with Bess Tank Lines, said when it comes to transferring product, keeping pumps and valves clean, lubricated and serviced is key. “A pretty steady regiment when it comes to washing as well,” Lane said. “A lot of the internal barrels, there are a lot of products out there that will corrode and pit them and people don’t realize that all the time and then you go look in a barrel and it’s all corroded and pitted.” Image may not be everything, but it is something. “The exterior, especially when you get into stainless tankers, keeping them clean really keeps up the image and really helps the wear and tear

“A lot of people either underestimate or overestimate their needs” down on the exterior skin,” Lane said. Lane said the difference between a tanker purchased 20 years ago and one bought today are 10-fold when it comes to ease of maintenance. “The different materials that are used and today’s technology makes a world of difference when it comes to strategic welds, precision cutting and measuring and right down to the little things, like replacement parts, which are a lot more available and standardized now,” Lane explained. Lane said gaskets are one of the primary areas people must pay attention to when it comes to maintaining a tanker. “When you look at manhole gaskets, internal and external valve gas-

kets, they have to be pulled and properly cleaned and then reinstalled,” he said. “We’ve seen it on some customer trailers where there’s gunk and residue built up in those gaskets and you’re only asking for problems; it can cause cross-contamination, leaks… nothing is more frustrating than those two items.” Lane said gaskets should be cleaned whenever you’re switching products or on a semi-annual basis if hauling the same product throughout the year. Buying decisions In addition to properly maintaining your trailer, choosing the right tanker to purchase or lease for the type of work and product you want to haul is a fundamental first step. Daccord said one common feature of tanker trailers potential buyers should pay close attention to is versatility. “The work that you have in mind for your trailer changes frequently,” he said. “The more flexibility you have, the better your chances of finding and keeping work for that trailer.” Daccord pointed to pressure unload lines as an example; you may not need one today, but including provisions for one at the time of purchase gives you the option of adding one at a later date. Eyeing future technologies is another aspect to consider when purchasing a tanker. “You don’t need to be a guinea pig with new technologies (unless you want to),” said Daccord, “but you also don’t want to be left with a devalued fleet if you keep spec’ing equipment the same way even though the industry has clearly started moving in a new direction.” And, believe it or not, size does matter. “A lot of people either underestimate or overestimate their needs,” said Lane. “And they end up buying equipment that can be a lot smaller or a lot larger than what they in fact need.”

The same goes for product transfer systems. “For certain products they have to make sure their applications are correct,” Lane said. Williams said people must take the tanker’s warranty into consideration when purchasing, including who is going to service the trailer and at what cost, while Paaren stressed the importance of quality and the manufacturer’s ability and experience to match the equipment with the customer’s needs. Sharing as much information about your specific needs with the supplier is also key, according to Daccord. “Let them know what you’re hauling, how heavy, how far, how is it loaded and unloaded, in which geographic jurisdictions and on what kinds of roads,” he said, adding that Transcourt is able to provide a better solution if all this information is divulged. “Customers should look for a customized solution, not just a stock unit that happens to be available. If you’re not comfortable sharing this information with your supplier, find a new one.” Daccord also said potential buyers must consider all the costs of operating a tanker, and not solely the purchase or lease price. “That old vintage trailer might look like a bargain,” he said, “but after you’ve run it for a few months and bring it to the shop, you might be in for a nasty surprise. We suggest going with the newest trailer you can afford within your budget – you’ll be glad you did.” Williams agreed that buying or leasing based on price only is a common mistake people make when in the market for a tanker, as did Paaren, who added that reviewing the specifications, alternatives and features of the trailer is important. “The equipment is a long-term investment and deserves careful consideration to make the best decisions at the time of purchase,” Paaren said. “Those decisions will be with the owner for many years to come.” At present, Tremcar is seeing chemical tankers in high demand in Ontario, while petroleum and crude trailers continue to be asked for in Western Canada. Transcourt leases tankers across North America, and depending on where you look, seasonal trailers, such as hot products (asphalt), dry bulk, aggregates and petroleum are currently in high demand. The need for chemical and food grade stainless steel trailers has also remained steady for the company, and it is seeing increasing demand for compressed gas tankers, while crude and condensate hauling has remained soft. “Utilizing leasing as part of your overall trailer procurement program allows for greater flexibility to meet seasonal, peak volume and economic changes impacting your capacity requirements,” said Daccord. Tremcar said it has diversified its services to offer better leasing options, which includes the opportunity to test the product before committing to buying. “Tremcar West, located in Edmonton, has also developed a new line of stationary storage tanks called Steelcraft,” said Melanie Dufresne, marketing and communications for Tremcar. “The service center offers stationary utility tanks, waste tanks and (Transport Canada) approved portable storage tanks for pickup trucks.”

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Petro-Canada prepares to launch new oils International offering predictive cruise MISSISSAUGA, ONTARIO Petro-Canada Lubricants recently announced the launch of its ‘The Tougher. The Better.’ campaign. The new campaign reveals its PC-11 branding in advance of the introduction of two new categories of heavyduty engine oils in December, CK-4 and FA-4.

Carrier Transicold to launch telematics ATHENS, GEORGIA Carrier Transicold is now offering a customized telematics solution for its transport refrigeration units (TRUs) allowing fleets to manage their assets through remote refrigeration unit monitoring, control and diagnostics and data management, among various additional capabilities. “We are excited about the opportunity to provide an advanced two-way wireless communications system, uniquely qualified for truck and trailer units and backed by our comprehensive dealer support network,” said David Appel, president of Carrier Transicold and Refrigeration Systems. “Adoption of telematics by the transport industry has evolved rapidly and is now an important tool for fleet management.” Carrier Transicold selected Orbcomm, a provider of machine-to-machine and Internet of Things solutions, to develop the new refrigeration monitoring system. “We launched this initiative in response to customer demand for an original equipment manufacturer-provided system for TRUs,” Appel said. “The system can be factory-installed and will be supported by our authorized dealer network. Orbcomm’s experience with remote monitoring and control solutions for mobile assets complements our expertise in transport refrigeration systems. Its expansive satellite and cellular capabilities provide the scale needed to support Carrier Transicold TRUs.” Trials for the new system are nearing completion and Carrier said it anticipates release of the new product in Canada, the US and Mexico in 2017.

“Durability, strength and efficiency. These are the defining features of Petro-Canada Lubricants and how we position our PC-11 offer under The Tougher. The Better.,” said Howard McIntyre, vice-president, lubricants, Suncor. “We are scheduled to imminently reveal our PC-11-ready product line, which we believe is set to be the world’s toughest range of heavy-duty engine oils. The Tougher. The Better. offers a clear statement of intent to our customers to show we’re PC-11ready and committed to the changes ahead.” The announcement of the new campaign follows Petro-Canada Lubricants’ PC-11 education website, HereComesPC11.com, which will continue to offer guidance to the industry in their decision making processes ahead of the introduction of PC-11 heavy-duty engine oils.

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International Truck revealed recently that it is now offering predictive cruise control technology on its ProStar and LoneStar Class 8 on-highway trucks. The International predictive cruise control uses pre-installed GPS maps and the latest commercial route data to make adjustments to cruising speed without the need to predrive the route. “Because the GPS maps and route data are already loaded, this smart technology will enable fleets and drivers to obtain greater fuel efficiency and reduced emissions right out of the box,” explained Denny Mooney, senior vice-president, global product development. “As a result, drivers who frequently run different routes will experience the same benefit as drivers who are used to driving a standard route.” Predictive cruise control also optimizes cruising speed based on topographical GPS data inputs to help maximize fuel economy, according to International. It monitors driver speed, engine load, weight and the road grade in order to optimize the vehicle’s performance based on the road ahead. As a truck enters certain types of terrain, like rolling hills, predictive cruise control will modulate cruising speed to correspond to the topography. “We’re seeing data indicating that this technology, when coupled with a Navistar or Cummins engine and an Eaton transmission, can increase fuel efficiency by up to 4%,” said Mooney. “By reducing the need for drivers to make frequent adjustments to the terrain, the system makes vehicles easier and safer to operate, thus helping our customers attract and retain new drivers and be more successful.”

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48 INSIGHTS Guest Column RYAN TILLEY

isconceptions are a dangerous thing. They’re similar to assumptions and we’ve all heard the phrase that’s used when you assume things. We lead to break down those misconceptions. We lead to become more than we are today. We lead to build this industry up to its potential. We have to lead if we are to prosper. There are a lot of misconceptions about both leadership and millennials. This biggest knock on millennials is that there are simply no leaders in this generation. They’re looking for that free ride, the handout or the path of least resistance. The prominent misconception of leaders is that they are born, not made. In our experience, these two misconceptions are both wildly inaccurate. The millennials in our industry are hardworking and eager to prove they can outperform the generation that came before them. They are pushing boundaries and bringing innovation into an industry that has lacked creativity and new ideas. They are pushing every day to be better, and they are showing signs of becoming leaders within their organizations. The trouble is that leadership is a skill that needs to be developed. The

Develop young leaders today for tomorrow core skills that you may be “born with” need to be harnessed, nurtured and improved upon. This is why we created the OTA LEAD program. LEAD – Leadership through Education and Development – is focused on the challenges facing emerging leaders in the trucking industry. In 2013 the OTA launched its Next Generation Certificate program, an intensive leadership communication program aimed at inspiring and engaging the industry leaders of tomorrow. The concept of defining who these emerging leaders were was left largely undefined. Nonetheless, we received an immense amount of interest from all corners of Ontario, participants from Quebec, and interest from trucking associations across the country about this new program. The response and enthusiasm from young professionals in the industry regarding this program was overwhelming. Now in our third year of the program, enrolment continues to increase year over year. There is a hunger for improvement, and those who have taken the NextGen program are looking for more. We are working hard towards building a second-year program with the Schulich School of Business focusing

on improving critical business skills that will impact future leaders in your organizations. Building off the Next Generation certificate program, the Schulich program will focus on organizational innovation and understanding how participants’ own thinking prefer-

Identify those in your organization who are future leaders. Engage them, inspire them, promote them. ences can impact innovation in their workplaces. The trucking industry has seen some wild fluctuations in business in the past 10 years. From major volume booms in the mid-2000s to the struggle that was the Great Recession, it has forced fleets to constantly re-evaluate their investment dollars. While many businesses struggle with the costs of these educational programs in times of un-

certainty, it is our position that neglecting to invest in your company’s future is not the area to save money. Investing in your employees’ development is the ultimate benefit to an organization. It fosters a feeling of commitment and inclusion (something millennials are often seeking) and increases employee engagement significantly. It also helps you, as an upper management team to identify the up-andcomers and help mould them into the future generation of leaders that your company will need to prosper. A mass exodus of knowledge and experience due to an aging industry is now a major driving force that has made companies realize that the leaders of tomorrow will soon have to become the leaders of today. We implore you as the leaders of today, to identify those in your organization who are the future leaders. Engage them, inspire them, promote them, and consider enrolling them into OTA LEAD programs. They will meet like-minded industry peers in similar points of their career path. Ideas on how to push the industry forward will be stimulated, fostered and shared, and they will bring these experiences back to your organization. These leaders of tomorrow will not just rise up naturally. We must make the investment in time, energy and education. They want to LEAD; let them.

Ryan Tilley is operations manager at the Tandet Group and, along with Trailcon Leasing’s John Foss, serves as co-chairman for the OTA LEAD Committee.

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TRUCK September 2016 NEWS

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

King Radiator Inc. .............................. 43

Atlantis Radiator ............................... 44

Morgan’s Diesel ............................... 40

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

Texis Truck Exhaust ........................... 42

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

The Truck Exhaust Place ...................... 44

Dependable Truck & Tank..................... 43

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

Eastway Tank & Emergency Vehicles .........41

Truck Convoy for Special Olympics ............41

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

Verduyn Tarps...................................41

King’s Chrome ................................. 40

XL Radiators ................................... 40

ALPHABETICAL LIST

Darek Mowinski won Ryder’s Top Tech award, taking home a cash prize of $50,000. He is the first Canadian to win the event.

Canadian wins Ryder technician award WASHINGTON, D.C. For the first time ever, a Canadian was named the winner of Ryder System’s Top Technician competition. Windsor, Ont. native Darek Mowinski, Ryder’s 2016 Top Technician, won a cash prize of $50,000 for beating out his fellow Ryder technicians. This is the first time a Ryder Canada technician has won the competition. The Ryder Top Technician (Top Tech) Recognition Program – designed to identify, recognize, and reward Ryder’s top performing truck maintenance technicians – celebrated its 15th anniversary this year with a “History in the Making” theme, and hosted the competition at the Gaylord National Resort & Convention Center outside of Washington, D.C. After advancing through three increasingly demanding rounds of challenging written and hands-on tests, eight finalists competed in the Top Tech final competition, which consisted of 10 rigorous hands-on skill tests, including vehicle electronics, preventive maintenance, and air conditioning. The top competing finalists, in addition to Mowinski, were: • Chris Barnett of Crittenden, Ky.; • Wayne Beil of Crittenden, Ky.; • Ken Bilyea of London, Ont.; • Robert Cooper of Charlotte, NC; • Robert Gonzalez of Tampa, Fla.; • Chris Johnson of Vancouver, B.C.; • Rick Morra of Hanford, Calif. All seven technicians received $10,000 each for their exemplary per-

formance. “Ryder has continued to grow and refine this program over the past 15 years, and it’s been an honor to witness just how far it’s come,” said Robert Sanchez, Ryder chairman and CEO. “We started out with 212 techs competing at the first-ever Top Tech Level I in 2002, to 3,220 techs competing at Level I in 2016. I am immensely proud of the team of people who continue to contribute to making this competition bigger and better each year, and congratulate all of our Top Tech competitors who have invested their time and energy to be the best technicians in the industry.” All of the hard work did not come without its rewards. Each finalist and their guest were treated to a week’s worth of fun and relaxation – from touring museums and historic D.C. monuments, to getting pampered at the Gaylord hotel spa. “Our goal this year was to grow Top Tech participation to 3,000, and we far surpassed that, with 3,220 technicians signing up to be a part of this rewarding program,” said Dennis Cooke, president of Global Fleet Management Solutions, Ryder. “More and more techs are stepping up to the plate, going outside of their comfort zones, challenging themselves to learn more, and making lasting relationships along the way. We know how hard our technicians work, which is why we strive to make the prize more enticing each year.”

205 Doney Solutions.......................... 23

Liquid Capital Midwest Corp. ................47

Accutrac Capital Solutions ................... 17

Mack Trucks Canada ........................ 55

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

Maitland ....................................... 31

Bison Transport............................... 26

Michelin Tires (Canada) Ltd ...............2,50

BTC Express .................................. 28

Ontario Drivers Medical ......................17

Burrowes Insurance Brokers ................16

Pick My Load .................................. 13

C.U.T.C. .......................................... 6

Pierquip ........................................ 48

Career Opportunities ..... 20,21,22,23,24,

Schneider National ........................... 33

...... 25,26,27,28,29,30,31,32,33,34,35,36

Scotlynn Commodities....................... 22

Castrol/Wakefield Canada ...................13

SelectTrucks of Toronto ......................10

Challenger Motor Freight .................... 20

Stateside Transportation Consultants ..... 53

Chevron Global Lubricants .................... 4

Surface Transportation Summit ...5,18,19

Child Find-Missing Kids................... 53

Tankmart International .......................12

CITT .............................................. 6

Texis Truck Exhaust ................... 9,42,49

Classified ..................................... 47

TFS Group ..................................... 49

Contrans Flatbed Group ..................... 34

The Erb Group of Companies ............... 28

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

The Rosedale Group ......................... 36

Davis Fuels .....................................51

TransCore .................................. ????

Dieter’s Accessories ........................... 8

TransX Group of Companies ................ 25

Doyle Transportation......................... 31

Trailer Wizards .................................17

Edge Transportation ......................... 27

Transcourt Tank Leasing ..................... 11

Eberspacher ...................................16

Truck and Trailer............................ 46

Fleet Safety Council........................... 10

Truck News – Driverlink .................. 53

Forbes-Hewlett Transport................... 32

Truck News – Subscription .............. 47

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

UniRoyal – Newland Transport ............. 52

Healthy Trucker (a division of

Villeneuve Tank Lines ........................ 31

NAL Insurance) ....................... 14,15

Volvo Trucks Canada......................... 56

Holmes Freight Lines ........................ 31

Walmart Logistics ............................ 21

Howes Lubricator .............................. 6

Wiersma Trucking ............................ 31

Hyndman-A Celadon Company ............. 35

Wilson’s Truck Lines ......................... 29

International Truckload Services ........... 23

Xan Systems .................................. 31

Kingsway Bulk Division Vrac ................ 23

Xpress Group ................................. 23

Laidlaw Carriers Bulk GI Inc..................24

Young Transportation System .............. 29

Laidlaw Carriers Vans ....................... 30

Z Source Equipment ..........................10

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MARK DALTON : OWNER/OPERATOR

PART 3

By Edo van Belkom

THE STORY SO FAR Mark finds himself stuck in downtown Toronto traffic as the city’s taxi drivers protest the start of Goober, the ridesharing service that is cutting into their business. After an hour Mark is so upset about his wasted time that he decides to sign up for Goober and make some extra money on his next trip west. Mark’s first ride is terrific - a young musician traveling the country and celebrating Canada. The second however is a strange moonchild who Mark believes is possibly from another planet. He hurries so much to get her to her destination and off his truck, he winds up with a speeding ticket… • After dropping off Lucy Moonbeam on the eastern edge of Winnipeg, Mark had a few hours to kill before turning in for the night. His next fare was going from Winnipeg to Calgary in the morning, but in the meantime, there was a chance he could pick up a fare going across town. Mark logged into the Goober website and put himself on duty. In less than the time it took him to order and eat dinner, he had a fare going in the right direction. The rider wanted to be picked up in the eastern Winnipeg suburb of Transcona and travel west to Headingley, a rural suburb on the city’s western edge. It was all perfect for Mark’s needs. The street he was to pick up the fare was not suited for big rigs so Mark drove slowly down the narrow street, hoping a jump in house numbers would move him along before anyone complained about a noisy truck rumbling down a normally quite residential roadway. When he reached the house, Number 99, he resisted the temptation to give a blast on his air horn. Instead, he placed Mother Load in park and climbed down to knock on the door. Before Mark was halfway up the drive, the door opened and an elderly whitehaired man in a golf shirt, cardigan and slacks appeared on the front porch. “Who are you?” the man said in a voice that sounded like it had been scaring kids off his front lawn for years. “My name’s Mark.” “Mark? Mark who?” “Do you know Bud?” “What?” “Nevermind. I’m Mark, your Goober driver.” “Goober? In that?” He pointed at Mother Load as if the truck was on fire. “Yeah. I’m supposed to take you to Headingley.” “I wasn’t expecting a Peterbilt for a ride across town.” “I’m going that way anyway” Mark said. “Besides, it’s got a comfy seat, it’s clean and you can listen to any satellite radio station you like.” He stood on his porch for a few moments longer, then said, “I’ll get my bag,” and disappeared into the house. Mark went back to Mother Load, got in and put his truck in gear. The old man was at the passenger door a short while later. “It’s open,” Mark said. “I know. I’m still trying to climb up inside.” “You want some help.” “Why? You think I can’t do it? You think cause I’m old I can’t climb into trucks anymore.” Mark thought about it, then decided he had no reason to lie to the man. “Yes,” he said. “That’s exactly what

Goober for hire I think.” Suddenly the door popped open and the old man was getting into the truck. “Well I can still climb into trucks.” “I see.” “And you know what else I can do?” “No, what?” “Make love to a woman half my age!” he said, slamming his right fist into the open palm of his left hand. “That’s where you’re taking me…to see my girlfriend.” Mark was shocked, but didn’t let on. “How old is she?” “She’s 42. I’m 75. That’s not quite half, but it’s darn near close.”Mark got Mother Load rolling, still wondering if this guy was a crazy old man or a dirty old man. “So how’d you meet her,” he asked. “She your caregiver?” “Ha, ha. Very funny,” the old-timer said. “It just so happens I met her on Binder if you really want to know.” “I’ve heard of that, it’s a dating, match-making site.” “That’s it. You ever tried it?” Mark felt almost ashamed that he hadn’t. He had signed up on Facebook and Instagram, but he’d avoided online dating for years. Maybe he was missing out on something. “No, I haven’t.” “Maybe you should.” “I’m not looking for a relationship,” Mark said. “Neither am I, sonny,” he said with a smile. “Way I see it, they’re lonely. I’m lonely. Together we’re not so lonely anymore.” As they neared the road in Headingley where Mark would be dropping his fare off, Mark asked. “You need a ride back in the morning?” “Morning? She wants me to stay for the week.” As they pulled up in front of the house, a middle-aged woman came out the front door. She looked nice, like an elemen-

tary school teacher. And she was obviously excited to see him arrive judging by the way she hurried down the walk. “Thanks for the lift, sonny,” he said, climbing down from the truck. At the side of the road the two came together in a long, wet kiss. “Good for you, Buddy,” Mark said. “Glad I could bring you two together.” • Mark spent the night at the Husky Travel Centre in Headingley, conveniently located on the Trans Canada. Before he was even awake there was a knock on the cab door. “You a Goober driver?” said the voice. “Yeah,” Mark said, glancing at his watch. “You’re not supposed to be here til 9 a.m.” “It’s 9:30, sir.” Mark checked the clock on Mother Load’s dash and realized he was late. “Hold on, I’ll be right there.” Without another second lost, Mark scrambled out of bed and set about changing his clothes. And all the while he was shaking his head. Normally, if he’d slept in or needed more sleep, he would just sleep more and get up when he was ready. Now, as a Goober driver, he was on someone’s else’s schedule and had to be ready when they were. “You want a coffee?” Mark said as he climbed out of the truck. “No thanks,” the man said. He was a boy really, under 20, but looking strong and tough, with well defined muscles and more than a few scars across his face. “I had a coffee while I was waiting for you.” Mark noticed the man’s luggage consisted of a hockey bag and four sticks and pulled out some straps from an outside compartment. “Tie up your stuff on the back of the rig. I’ll be back.” When he got back from the restaurant, the kid was waiting for him. Mark handed him a coffee. “It’s on me.” Inside the truck and on the highway, Mark asked. “So you’re a hockey player from Winnipeg?” “Toronto, actually. I hitched a ride into Winnipeg and was going to thumb it the rest of the way to Calgary, but then I saw your thing on Goober.” “You’re going all the way to Calgary to play hockey? Aren’t there plenty of teams in Ontario.” “Lots,” he said. “But they all know me…know that I’ve got a temper and I liked to drink. The manager in Calgary said I could try out for the team. It’s a chance for a fresh start, so I’m taking it.” As the miles fell under Mother Load’s tires, Mark and his rider talked about hockey…the entire way. It was the quickest Mark had ever driven from Winnipeg to Calgary, or at least it seemed like it. In Calgary, Mark drove to the arena to drop him off. He wished him luck and gave the young man his card. “Sorry I don’t have a card to give you,” he said, “but if you’re ever in town and we’re playing, I’ll make sure there’s a ticket for you. “I’d like that,” Mark said. Alone in Mother Load, Mark left the truck idling while he contemplated his Goober experience so far. If he forgot all about Lucy Moonbeam, he’d brought a Canadian troubadour to Winnipeg, united old and young lovers in Headingley, and he’d delivered a young hockey hopeful to a fresh chance in Calgary. He couldn’t wait to see what the future had in store.

Illustration by Glenn McEvoy

50 FICTION

BECAUSE YOUR TIME COUNTS,

RELY ON MICHELIN CONTACT YOUR LOCAL REPRESENTATIVE OR VISIT MICHELINTRUCK.COM.

TRUCK September 2016 NEWS

INSIGHTS

Small Fleet, Big Attitude BILL CAMERON

he very first column I wrote for Truck News expressed my suggestion that large and small trucking companies would be better served by working together instead of constantly butting heads. I’d like to suggest another way large and small carriers could work together in a very beneficial manner. Recently, many small trucking companies have been closing up, but not for financial reasons. The owners are just fed up and sick of beating their heads against the proverbial freight rate wall, all while unable to hire good drivers and being further buried under often unnecessary and constantly changing regulations. The financial and planning talents that exist within most successful small companies, out of sheer necessity, is often lacking in many large companies. I have some prime examples of wasteful behavior I’ve seen at large companies that, if a small carrier owner was looking over department managers’ shoulders, wouldn’t have happened. I get bored easily, so sometimes I mentally calculate costs, rates, etc., just to keep the fading mind active. Several years ago, a prominent carrier was on three- to four-year replacement cycles for power units. No thought was put into spec’s of the new tractors; they chose to have the manufacturer pick spec’s and became a fleet of trucks that would be

Small fleet owner for hire easy to re-sell four years later. Besides an insane TARE weight, every truck boasted 500 hp in a fleet primarily hauling tandem dry freight. A driver told me his fuel mileage, which I compared to one of our trucks. If the fleet had spec’d smaller engines in even half the fleet, leaving the big power for the guys who ran the west coast, the savings would have been about $4 million annually, even factoring in a lower trade-in value. Even giving drivers a three cent per mile bonus for driving lesser power still would yield savings in the millions. A smaller carrier wouldn’t let that type of savings slide but this large fleet apparently did. A driver with a large fleet was dispatched empty with his flatbed from Laredo, Texas to Saginaw, Mich. There was no freight in Texas and the company had a regular contract from Michigan. The dispatcher ran the numbers and decided this trip would still fit company-mandated revenue parameters. A small carrier owner, looking over the dispatcher’s shoulder, would have been livid. Driving that far empty isn’t efficient, it’s lazy. Fuel is any fleet’s greatest expense. For years, large fleets put huge efforts into idle prevention. Drivers were often paid bonuses for reduced idle time. This effort strangely seems to have faded dramatically. Auxiliary heater systems are a proven money saver, in addition to keeping the truck compliant with anti-idling laws. If your drivers can’t be taught to

properly use these basic systems, you’ve hired the wrong drivers. I often see drivers filling with fuel in certain states, only miles from another state which, even factoring fuel taxes, has dramatically cheaper fuel. The companies already dictate which national chains to buy fuel at, so a little more guidance as to which states or provinces are preferred would be wise and financially beneficial. A small carrier considers that extra $40-$100 per truck each trip to be significant, even with few

trucks. It seems some department managers within large fleets have certain parameters to work within, and if the workload is heavy enough, looking for further efficiencies ceases. There is likely not nearly enough interaction between department managers either. A go-between, with unilateral power to look over any shoulder would greatly reduce that. A transplanted small carrier owner, with enough powers and access would – while being universally detested by everyone but shareholders – save a typical large fleet millions. Sounds like a fun job.

Bill Cameron and his wife Nancy own and operate Parks Transportation. Bill can be reached at williamcameron.bc@gmail.com.

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52 FICTION

V By Edo Van Belkom

“C’

mon, man...” his cousin says. “Hopefully my daughter only gets engaged once in her life. It’s a cause for celebration.”

Vic again refuses. “I’d love to have a drink or two, but I don’t want to take any chances. If anything happened while I’m driving, I could lose my license, damage my truck... or God forbid, get someone killed.”

ic is attending a family gathering celebrating the engagement of his niece.

At the party, there is plenty of food and drink. Vic is offered a drink countless times by his cousin, but he refuses each time saying, he has to work late tonight..

“Are you sure that’s a good idea?”

“No problem. I’ve done it hundreds of times.”

“Well, I’m not driving until tomorrow morning, so I’ll have one for you.”

POLICE

O.P.P.

MAR781

ic gets a phone call while he’s driving his truck. His wife is on the other end and she’s frantic. She’s been talking to the wife of Vic’s cousin and she says she hasn’t been able to get in touch with him all day. Vic tries to call his cousin, but he’s not answering and the man’s voicemail is full.

hen Vic gets home from work that night, his wife meets him at the door.

At that moment Vic’s cell phone rings.

“He was in an accident,” she says. “Was anyone hurt?” “No, thank goodness,” his wife says. “But they say there is a lot of damage.” “To his truck?” “To everything.”

“I

s this Vic...” the ofﬁcer says. “This is Constable Stans of the OPP. I have someone here who says he’s your cousin. He says you might be willing to bail him out of jail in the morning.” Vic says, “Okay... I’ll be there.”

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Illustration by Glenn McEvoy

THE NEXT DAY

TRUCK September 2016 NEWS

ANNOUNCEMENTS

Paul Kudla named Volvo’s regional v.p. for Canada; Tremcar’s Tremblay honored for philantropy; Bison promotes two executives. Volvo Trucks North America recently announced that Paul Kudla has been named regional vice-president for its Canada region. In his new role, he will oversee commercial sales and marketing operations. Kudla joined the Volvo Trucks organization in September 1999, first as fleet account manager and then as a fleet sales manager. He was a board member of the Private Motor Truck Council for more than 20 years. Kudla graduated from the University of Guelph with a degree in economics. He will be based in the Volvo Trucks Canada office in Mississauga, Ont. Volvo has also named Jeff Lester its new senior vice-president of sales. Lester assumed the role Aug. 1 and will lead the North American regional sales organization. Lester has been with Volvo since 1999 and has more than 30 years of experience in the trucking industry, Volvo says. • Jacques Tremblay, chairman of the board for Tremcar, has been named Philanthropist of the Year in his company’s hometown of Saint-Jean-sur-

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Richelieu, Que. Tremblay received the honor during a Canada Day ceremony promoting Canadian values, something Tremcar, a tank trailer manufacturer, said its company’s owner has advocated for for many years. Tremblay has been involved with several causes within his community, while promoting the importance of Canada’s history and cultural legacy. • Bison Transport has named two new members of its senior executive team. Trevor Fridfinnson has been appointed COO and Mike Ludwick has been appointed CAO. Fridfinnson has more than 23 years of experience with the company and has played a critical role in the growth and development of the business, Bison said. Most recently, he served as senior vicepresident. Ludwick has more than 20 years of service with Bison and has been invaluable in the development of the business’s key operating and administrative systems and infrastructure, as well as leading management and executive forums, according to Bison.

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54 THE LAST WORD

TRUCK NEWS

September 2016

Milltown Trucking: Prospering through the heartbreak Milltown Trucking is a small, family-run trucking company that is no stranger to heartbreak. Despite this, it has managed to make a name for itself on Canada’s east coast. Sonia Straface caught up with the company’s president, Doug Morrow, to hear how he’s managed.

oug Morrow has Sunday school to thank for his long career in trucking. And his parents, of course. When he was just nine years old in 1971, Morrow started working for Milltown Trucking – the company his father, George, and mother, Jean, began a few years earlier in 1966. At that time, George drove the single truck they owned to Quebec and back hauling particle board, while Jean handled the paperwork. “I was really just trying to get out of Sunday school, and I told my dad I would work for him on the weekends if he hired me,” Morrow recalls. “So he hired me.” By the time he was 11, Morrow was pulling trucks up front to the garage doors and washing them on the weekends. Eventually in his teenage years, he began helping the family business more gradually, lending a hand on evenings and when he turned 18, Morrow got his learner’s permit and drove for the company for five years. Today, Morrow is president of Milltown, based in Oak Bay, N.B. and this July marked the company’s 50th anniversary. Today, Milltown hauls the same stuff its first owner, George, did when the company first began – particle board – to Quebec and Ontario. Morrow says the company has a strong, loyal customer base that has stayed with him and the business for more than 30 years. Milltown has around 30 trucks today and employs 15 company drivers and 10 owner-operators. More recently, the company has be-

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gun experimenting in hauling oversized items, something that fell into its lap after a long-time customer asked for a favor. “Right now I have an ongoing job in Boston,” Morrow said. “So we’re hauling anything from 65- to 81-ft beams for a job site.” And because it’s not a large operation, Milltown is old-school trucking. Not only does Morrow know all his employees by name, but he personally has relationships with all his customers and is even friendly with neighboring trucking companies throughout the Atlantic provinces. “I make sure all of my customers – new and old – know me by name,” he said. “So if there’s ever a problem, they know who to reach.” This is also part of what Morrow believes is the company’s biggest strength. “We really know about hands-on service and we try to deliver that service each and every time,” he said, adding all his drivers make the effort to know their regular customers and assist in any way they can. All this success has unfortunately happened amidst some sorrow. Morrow’s father, George, passed away on Christmas Day 1985, leaving his family crushed.

“

Doug Morrow 18 trucks. From there, Doug and his brother, Dave, bought the business from their family and grew the operation even more. Unfortunately, in 2009, Dave passed away suddenly in a tragic accident. “Losing my brother…that was tough,” Morrow said. “That first year was really tough.” But Morrow got through it, keeping the family business alive and well. And then in February of this year, Morrow lost his mother Jean to cancer. This was especially hard for him as 2016 marked the company’s 50th year in business and he didn’t feel

I make sure all of my customers – new and old – know me by name. So if there’s ever a problem, they know who to reach.” Doug Morrow, Milltown Trucking

“My mom was pretty much the driving force at that point,” Morrow said. “She had enough experience to deal with everything about the business at that time.” So Jean took over as the head of the business when Milltown had 11 trucks. By the time she retired in 1996, Jean had grown the business to

like celebrating. “It really means a lot to hit the 50-year mark,” Morrow said. “It’s a big thing for me. But after my mom passed, my heart wasn’t really into planning a big party for the company and our staff and customers.” But the party did go on, and on July 16 Milltown hosted a massive barbe-

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cue in celebration of the milestone, something Morrow says he couldn’t have done without his hardworking employees by his side. The party saw more than 200 guests in attendance, who enjoyed a barbecue lunch, prizes, cake and musical entertainment. It goes without saying that Morrow is respected and loved by his employees who say he is a great leader and is the reason the company is still around. His leadership skills have trickled down to his drivers, that have won a number of national awards over the years. “He is very professional and to him it’s always family first,” said Heather McCulloch, head of safety at Milltown. “He always treats us on an individual basis, not as a group of workers…Our workplace is the Milltown Trucking family…(he) is there for everyone…whether it be advice that is wanted from a driver, financial aid, or a listening ear.”

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