ELD Day, Eh
Small and Mighty
Electronic logs coming here PG. 12
Smaller displacements, higher powers PG. 46
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Contents
February 2018 | VOLUME 32, NO.2 6 9 11 27
Letters John G. Smith
12
30
42
54
Rolf Lockwood Mike McCarron
NEWS & NOTES
Dispatches 12 ELD-Day for Canada Draft Canadian rules for electronic logs mirror a U.S. mandate
20 21 22 23 24 25 26 54
Heard on the Street Logbook Truck Sales Pulse Survey Stat Pack Trending Truck of the Month Faces
In Gear 46 Little Engines that Could Smaller displacements are packing plenty of power
49 X12 Review A deep dive into Cummins’ latest powerplant
51 Product Watch 52 Guess the location, win a hat
COVER PHOTO: PENSKE A case can be made for natural gas, but lenders want extra proof
Features 30 Health Scare Your job as a driver may be killing you, but does it really have to be that way?
By Elizabeth Bate
37 Time for Change CH Express changes to hourly pay as an answer to mandated ELDs
By Steve Bouchard
40 BlackBerry Secure Canada’s tech darling is reinventing itself, and trucking is part of the strategy
By John G. Smith
42 Financing Alternatives Financing alternative-fueled trucks will require some extra homework
By Eric Berard
For more visit www.todaystrucking.com FEBRUARY 2018
5
Letters Portables are a disgrace
The Business Magazine of Canada’s Trucking Industry
About 10 years ago I wrote about how our Ontario government spent about $300,000 blowing a hole in solid rock just north of North Bay, on the southbound side of Highway 11, to create a brake check and rest area for trucks. I asked if anyone would have noticed if they had spent another $50,000 to give us running water and a flush toilet. Then, probably six or seven years ago, they added a pair of concrete outdoor toilets for use in the summer. This year, as they move toward more convenience for truckers, they installed solar panels, lighting, and hand sanitizer in these concrete palaces. I’m guessing the hand sanitizer froze with the impending winter, and they locked up the concrete toilets and added two plastic portables for the winter. They’re a disgrace. I’m wondering if [Ontario Premier Kathleen Wynne] would accept my invitation for a ride in a truck. We could tour some of her improvements for trucks in Northern Ontario while she campaigns for the pending election. — Peter LaRocque Haileybury, Ontario
Email: johng@newcom.ca
Re: Power Plays (December 2017)
— Ian Biggs Dartmouth, Nova Scotia
OPP commissioner was unhelpful
SEND YOUR LETTERS TO: Newcom Media Inc., 451 Attwell Dr., Toronto, ON M9W 5C4 If we publish your letter, we’ll even send you a Today’s Trucking hat as our thanks.
Re: Keep it Safe (December 2017) Great editorial, John G. Smith, but you’re preaching to the choir. Unfortunately, most of us don’t have the literary talent to pen such an informative and enlightening editorial. I certainly hope that, as a member of the transportation community, you have made the effort to have this published in media the majority of the public has access to. — Michael A. Ludwig Simcoe, Ontario
Hourly pay is the answer I’m a 35-year veteran of the road. B-train fuel is my game. I am curious. When will you publish a piece on hourly paid drivers? To me this is a no-brainer to drastically reduce truck accidents, aggressive driving, tailgating, and speeding. These are all a result of time-over-distance pressure. Take the mileage, tonnage, flat rate concept away. Reduce stress and have a better safety result. I see this in my field every day. Loaded and empty fuel trucks scurrying around like idiots to make a buck. I laugh at oil company safety geniuses that even allow this to happen. I am hourly. Its the only way. — Jim Burns Brantford, Ontario Ed: You can read such an article in this edition, on page 39.
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TODAY’S TRUCKING
VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR John G. Smith johng@newcom.ca • 416/614-5812 ASSOCIATE EDITOR Elizabeth Bate elizabeth@newcom.ca • 416/614-5828 CONTRIBUTORS: Eric Berard, Steve Bouchard, Mike McCarron, Jim Park, Nicolas Trépanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 416/458-0103 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824
AGM switch not that easy Your Power Plays article describes how Walmart did a conversion from lead-acid Starting Lighting Ignition (SLI) batteries to Absorbed Glass Mat (AGM) batteries. Such a change is not a simple swap of one battery for another. Switching to AGM will almost always involve a retrofit of the electrical system in the vehicle, or at a minimum the alternator. I consider the article to be misleading as to the simplicity of making a conversion from lead-acid to AGM batteries.
PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805
QUÉBEC ACCOUNTS MANAGER Denis Arsenault denis@newcom.ca • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Lilianna Kantor lily@newcom.ca • 416/614-5815
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Today’s Trucking is published monthly by NEWCOM MEDIA INC., 451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year subscription foreign: $90 US. Copyright 2018. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada.
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Editorial By John G. Smith
Tick, tock Electronic Logging Devices are coming here, and it’s time to prepare for the change
C
anadian regulators didn’t waste much time. A U.S. mandate for Electronic Logging Devices (ELDs) was just a few hours old on December 18 when federal Transport Minister Marc Garneau announced similar plans for Canada. The rule that applies to federally regulated trucking companies is only a draft at the moment, but it’s likely a foregone conclusion now that cross-border operations have to abandon paper logbooks. Ontario has already announced that it plans to follow the federal lead. Other jurisdictions won’t be far behind. (See ELD Day for Canada, page 10.) And like it or not, this technology will transform the business of trucking. The Hours of Service rules themselves haven’t changed, of course, and there was never any official “wiggle room” when someone was trapped in traffic or delayed at a dock. But we all know that logbooks were tweaked here and there to help drivers reach destinations or return home. Let’s not pretend otherwise. Electronic Logging Devices will simply be less forgiving than so-called “comic books”, tracking compliance down to the minute. Indeed, for most operations the switch to an ELD is more about ensuring compliance with the letter of the law rather than actually fighting fatigue. It’s why I have personally struggled with the need to demand the devices outright, even though they offer a way to eliminate costly form and manner violations, and help dispatchers track available driving hours with the click of a mouse. In an ideal world, the tech would be a matter of choice. But the technology is being pushed on the broader trucking industry because of those who flagrantly ignore limits on driving time, and sign contracts with a wink and a nod despite deadlines that can’t be met within legal Hours of Service rules. Deals like these have been done on the backs of people who work behind the wheel, and it’s time for these practices to end. This will be a rude awakening for many shippers as well as the drivers, owner-operators, and fleets that treat Hours of Service
limits as an inconvenience. Loads that have been accepted in the past may suddenly be rejected in an era of ELDs; fleets and owner-operators who take work regardless of timelines could be forced out of business, or (let’s hope) find ways to conform to the rules that apply to everyone else. Yes, there will still be those who break the rules, and there will undoubtedly be a small industry of programmers looking for new ways to hide the cheating. But it will be tougher for businesses to hide. Much tougher. Even legally running operations will face new challenges as they look to reschedule time-sensitive loads or recover trucks and drivers who run out of available hours. While others whinge and moan about the approaching rules, this is the time for forward-thinking businesses to prepare for the change. Talk to shippers about extended delays in loading times that can no longer be tolerated as a cost of doing business. Discuss why drivers can’t be forced to leave a yard after unexpected delays if they are out of available driving time. Reconsider any pay structures that compensate drivers only when a wheel physically turns, and find new ways to end journeys on time. Focus lobbying efforts on bids to establish more truck parking for the moments when time runs out. Begin investigating the devices on the market today, and see what your business would need to do to comply. It is certainly possible to make a living within allowable driving time. Operations that have embraced ELDs for years have already shown us that. TT
“Like it or not, this technology will transform the business of trucking.”
John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. FEBRUARY 2018
9
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Lockwood By Rolf Lockwood
Perspective, people The onslaught of new technology is fascinating, but who really cares?
A
midst the astonishing flood of electric this and autonomous that lately, I wonder who actually wants any of this stuff. I mean out there in the land of real trucking, not in the offices of mega-fleets that have the means to experiment and play image games. I mean the smaller operations in Dartmouth and Brandon and Kamloops. Do they care? Can they afford to play with new gizmology? Can they even keep up with what’s on offer? I think the answer is “no” to all three of those questions. Once upon a time the technology side of this industry was pretty quiet. Breakthroughs were few and far between on the hardware front, and of course, there wasn’t a software front at all back in the 1970s and early ’80s. People spec’d their engine of choice, stuck an Eaton Fuller transmission behind it, and that was that, a combination that dominated the scene for many years and demanded relatively little thought. You wanted 300 horsepower? Maybe 400? A nine-speed box? OK, a 13-speed? Easy, peasy. Disc brakes were one of the more important launches back in those days, but the product just wasn’t that good, and the market quickly soured on the idea. It’s only barely recovering now. Anti-lock brakes and electronically controlled engines weren’t greeted with open arms, and at first they didn’t work all that well, either. We have them because, in large part, one way or another, they were mandated. No truck buyer was sitting on the edge of his seat, eagerly waiting for the next wondrous gizmo to hit the street. Nowadays they’re cowering, hiding behind old file cabinets, inundated with new tech that few folks understand. Or care about. Or will have access to, frankly. Let’s look at electric trucks, for example. Somewhere in the midst of my many, many recent conversations about electrification, I joked that 99.56% of my readers couldn’t care less about this phenomenon. I exaggerated, for sure, but the truth is that full-bore electric plug-in technology isn’t fully ready for prime time – for most trucking operations,
that is – and certainly not ready yet for anything approaching the long-haul world. It’s all going to take a while, and I don’t believe that Elon Musk will actually be delivering a Tesla Semi to anyone in 2019, as promised. Quite apart from range and charging infrastructure issues, there’s not even a whiff of an indication as to where a Tesla Semi might be serviced. That’s among countless questions yet to be answered. Cummins, with nearly 100 years of diesel engine manufacturing behind it, has responded to all this. It surprised a lot of people a few months back with the launch of its all-electric concept truck, the AEOS, so it’s quite obviously serious about this electric thing. But a few weeks ago the company published a statement on the subject. It concluded with this: “Electrification does not spell the end of diesel or other forms of energy any time soon. About 75% of the trucks on the road today are powered by diesel engines, including more than 90% of the long-haul trucks. Just based on sheer volume, it’s going to take years before anything replaces that many diesel trucks. “In addition, diesel fuel is the most energy-dense liquid fuel available, and advances in engines, emissions control technology, and cleaner diesel fuels have led to some remarkable environmental gains. In the past 25 years, for example, there’s been a 95% reduction in Nitrogen Oxide (NOx) emissions.” Sure, Cummins obviously has a vested interest in diesel, but they’re right on this one. Relax, people. TT
“No truck buyer was sitting on the edge of his seat, eagerly waiting for the next wondrous gizmo to hit the street.”
Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com. FEBRUARY 2018
11
Transport Minister Marc Garneau (left), climbs into the cab to view an ELD. (Photo: John G. Smith)
ELD-Day for Canada Draft Canadian rules for electronic logs mirror U.S. regs. Provinces asked to follow suit. By John G. Smith It ultimately proved to be just a matter of time. On December 18, the same day that the U.S. mandated Electronic Logging Devices (ELDs) to track Hours of
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TODAY’S TRUCKING
Service, Canada’s Transport Minister Marc Garneau took to the podium to unveil plans for similar rules on this side of the border. Draft versions of the rules
have been published in Canada Gazette Part 1, and once finalized are to roll out within two years. “For a number of years, the Canadian Trucking Alliance
has been pointing to research that shows a universal Electronic Logging Device mandate would have a direct and immediate impact on curbing behaviors strongly linked with higher crash rates such as driving over prescribed limits of service, which leads to fatigue,” he told a crowd of fleet executives and media assembled in a Trailcon Leasing service bay. “These Electronic Logging Devices can help commercial
Car Drivers Speeding PG. 15
In Transit Acquired PG. 15
Manitoulin Buying PG. 19
drivers and employers comply with existing Hours of Service regulations and help reduce the potential of driver fatigue. They also help drivers and employers on the administrative side of their work, and the devices’ electronic records virtually eliminate the need for time-consuming paper logs.” A two-year rollout will allow enough time to deploy the devices, Garneau insisted. “If we can do it quicker than that, that would be even better.” The rules are essentially expected to mirror those that are now in place in the U.S. “There are almost 30,000 trucks a day that travel between Canada and the United States,” Garneau said, responding to Today’s Trucking question about any proposed differences in the mandates. “It helps if we have the same rules on both sides of the border.” The new federal rules would only apply to federally regulated carriers, but Garneau will be encouraging his provincial and territorial counterparts to enact ELDs in their own jurisdictions. Ontario Transport Minister Steven Del Duca said his province is “extraordinarily supportive” of the
rule. “Anything that we can do collectively to make sure that we are supporting and enabling road safety is something we need to embrace,” he said. “The time to debate the safety benefit of ELDs is
tors that lead to distracted driving. This is a good day for road safety.” Mike Millian, president of the Private Motor Truck Council of Canada, echoed the sentiment. “Our current system of
ators and have policies and procedures in place to ensure compliance with Hours of Service regulations, there are always outliers in every industry,” he said. “Some operators will lowball freight rates, and do so
“Anything that we can do collectively to make sure that we are supporting and enabling road safety is something we need to embrace.” — Steven Del Duca, Ontario Transport Minister
Del Duca takes the mic to support ELDs.
over,” added Scott Smith of JD Smith and Sons, speaking for the Canadian Trucking Alliance. “By supporting the adoption of proven technology that will help to address and reduce fatigue in truck drivers, and help to reduce one of the main fac-
tracking hours by means of pen and paper is an outdated one, and one that has too many opportunities for unscrupulous operators to pressure their drivers to fudge their records. While the majority of carriers in our industry are safe oper-
on the back of their drivers fudging their books to make the run possible. We all pay a price for this. Safe carriers who operate legally end up competing against rates that can’t be met in a proper operation. The public pays a price as a result of sharing the road with some of these operators who may be forcing tired and unsafe drivers out onto our roads.” Millian personally rolled out Electronic Logging Devices as early as 2013 when he was overseeing safety and compliance at a fleet in southwestern Ontario. Within six months, more than 90% of its drivers were happy with the shift away from paper logs, he said. Louis Carette, a driver with Kriska Transport, has used an ELD since 2011 and
FEBRUARY 2018
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Dispatches wouldn’t go back. But acceptance by some of his peers did take time. “It was mixed reviews at first because everyone’s scared of change. They think, ‘Oh, you know I’m going to run out of time to park,’” the Ontario Trucking Association Road Knight recalls. “If you’re on paper and running a legal logbook, you should have no kickback
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TODAY’S TRUCKING
or worry on electronic logs because it’s the same thing. Just electronic. More user-friendly.” He has cut it close on a few occasions, pulling into truck stops with just 10 minutes left to go, but has yet to see it change the way he operates. “The Hours of Service rules are not going to change,” Carette stressed.
“If you’re obeying the rules, it really shouldn’t matter.” Exemptions for the oil and forestry sector remain, adds Stephen Laskowski, president of the Ontario Trucking Association and head of the Canadian Trucking Alliance. Admittedly, the change is first and foremost a compliance issue, he said. “If we didn’t have compliance issues with paper, we wouldn’t be doing this.” But Laskowski also says the focus of Electronic Logging Devices will help to reduce fatigue. He says the “underbelly” of the trucking industry will fight the proposed rules, but hopes the government will consider the source of such arguments. “I have yet to see one logical reason why we shouldn’t be bringing in ELDs.” “You’re always going to get some pushback for just any kind of mandate. People just don’t like being forced,” said Terry Shaw, executive director of the Manitoba Trucking Association. “This is about Hours of Service compliance management – not about the Hours of Service. If you need a logbook today, you’ll need an ELD tomorrow.” But the rollout of ELDs can make a difference in operating procedures. “It’s as much training and learning for the operations group as it is for the drivers themselves, as to how you can do it, what you can do, and what you can’t do,” said Gary Arnold, president of Manitoba-based Arnold Bros. Windsor, Ontario-based Onfreight Logistics has had to recover trucks and drivers who ran out of hours, and customers had to be educated about the impact of tightly controlled electronic logs, said Steve Ondejko, fleet president and chairman of the Ontario Trucking Association. Rack loads and other low-priority freight sometimes have to be parked in favor of those critical to a company’s production, and the fleet has also opened additional terminals in Kentucky and Pennsylvania to support the shift. “It’s not only putting ELDs in. It’s actually educating the customer. Educating our operations people to understand the good way of doing business,” Ondejko said. “It’s really a change in the way you do business.” TT
Dispatches News Briefs
Car drivers display need for speed-ing Inspectors issued 59,193 warnings and citations in Canada and the U.S. during the Commercial Vehicle Safety Alliance’s Operation Safe Driver Week, which ran from October 15 to 21. But passenger vehicle drivers were more likely than their commercial counterparts to be caught speeding. State and local moving violations represented 84.2% of the 38,878 warnings and citations for commercial vehicle drivers, with speeding (7.4%), failing to use a seat belt (2.6%), failing to obey a traffic control device (2.5%), and using a handheld phone (0.8%) rounding out the Top 5. Among passenger vehicle drivers, the 20,315 citations and warnings break down to include speeding (43.5%), state and local moving violations (36.2%), failing to use a seat belt (9.4%), failing to obey a traffic control device (2.3%), and improper lane changes (1.5%).
U.S. bill pushing side impact guards
CPC Logistics acquires In Transit
A proposed bill now in front of the U.S. senate is calling for mandatory impact guards on the sides and fronts of commercial vehicles, as well as upgraded rear underride guards for trailers.
CPC Logistics Canada, a supplier of driving and warehouse personnel, has acquired Ontario-based In Transit Personnel. Staff from the two companies will share a single office, but the businesses will continue to operate separately.
Wabco buys into Nikola Motor Photo: Freight Wing
The U.S. National Transportation Safety Board recommends side guards, but the devices are not mandatory. Every year, more than 200 people are killed in U.S. crashes involving side underride impacts. Recent testing by the Insurance Institute for Highway Safety showed underride collisions can be fatal at just 56 kilometers per hour, and that side guards can greatly reduce the likelihood of death or serious injury.
Wabco Holdings is investing $10 million in Nikola Motor Company – a business in Salt Lake City, Utah, that plans to produce hydrogen-electric trucks. In addition to the cash infusion, the two companies have signed an agreement to develop safety technologies that are optimized for electric commercial vehicles, like Electronic Braking Systems, and traction and stability controls. Selected fleets are expected to begin testing Nikola’s trucks later this year. Full production is to begin in 2021.
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Dispatches
Geely invests in Volvo Trucks China’s Geely Holdings, which already owns the maker of Volvo cars, is now taking an 8.2% in the separate business that produces Volvo trucks. The shares in AB Volvo will be purchased from the Cevian Capital investor group for about US$3.3 billion. The deal will make Geely the company’s largest individual shareholder.
New Brunswick escapes carbon tax The final version of New Brunswick’s carbon pricing program will draw from existing fuel taxes rather than adding to prices already paid at the fuel island. “It will capture a carbon price, and at the same time will not buckle the industry or the general public with another tax. Since we have the highest diesel tax in the country, we feel that this is a great approach showing a good vision by the premier,” said Jean-Marc Picard, executive director of the Atlantic Provinces Trucking Association.
BYD to be in Ontario BYD, a Chinese-based company that produces electric vehicles, has announced plans to open an Ontario assembly plant in the next 12 months. The company says it will benefit from provincial programs like the Green Commercial Vehicle Program, and cap and trade initiatives. It also expects a surge in electric vehicle demand from municipal governments and businesses.
Manitoulin makes 7th acquisition in 12 months
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Gincor buys Cross Country Gincor has purchased Cross Country
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"I used a competitor’s pro product for years. But when it g gelled up twice I switched to H Howes. It was -38° and no pr problems. Never going back." Kathleen K.
"I’ve used Howes Diesel Treat for over 14 years. My C-15 has over 1,368,000 miles on the original injectors. I start with ease at sub-zero temps. What else can you ask for?" Lyle K.
"I’ve done a comparison omparison in fuel fuel fu ueell perforrm rm mance aanc nnce ce mileage and on the performance of my truck and nd found thee using usin uus ssisin inngg in Howes makess all the differen difference. renc ren re ennnc eence" nce. nce cce" ce ce. ee"." e. Mike ike P.
My milea mileage went from 17.6 to 19.7. My truck hasn’t ru run this good in years years. Dave RR.
"I’ve been caught in my fair share of ridiculous winterr storms and never once did myy fuel lines gel thanks to Howes.s. The stuff just works." Marc H.
"I’ve been using your product ffor the last 5 years and use anything else in my I won’t us truck. I stand st by Howes because you keep k me running." Paul H.
"Last year, a truly brutal winter, en I gave rides to two drivers with frozen fuel lines. They didn’t use Howes but I did. It was satisfying to know that I chosee a winner in Howes Diesel Treat." William B.
Just ask around. An for even more cleaning And power and lubrication, try po Howes Meaner Power Kleaner. Ho
"I believ Being from winters are a not only to So keep I
"I finally found a product I can trust. It’s nice to find something that really works!" Wayne H.
"This product is amazing! The money saved on fuel mileage pays for itself." Eddy J.
"Whatever is in that stuff, I would highly recommend it to any diesel user! It works like magic." Doug H.
"When my fellow truckers ask why my truck runs so well, I recommend they go get some Howes. Thanks for making a great product." Kevin B.
Howes Bluetooth l h Speaker k
Manitoulin Transport has acquired Direct Right Cartage – an intermodal provider based in Brampton, Ontario – marking seven acquisitions in 12 months. Direct Right Cartage was founded in 1982 by Paul Enright and John Farrugia,
1-800 GET HOWES (438-4693) • www.howeslube.com
when you purchase any six bottles of Diesel Treat ½ gallons or Meaner Power Kleaner quarts. Visit www.howeslube.com or call 1-800 GET HOWES. Offer ends: 3/31/18, available while supplies last.
FEBRUARY 2018
19
Dispatches
Heard Street on the
Clark to head Michelin in North America Scott Clark is the new chairman and president of Michelin North America. With more than 20 years of experience at the company, he will be responsible for all key customer-facing functions for North America, as well as the quality, technical, and supply chain units.
Carson takes over at Western Star David Carson is the new president of Western Star Trucks and the Chief Diversity Officer of Daimler Trucks North America (DTNA). Carson
David Carson
Bradley to join Titanium Board David Bradley is the newest board member for Titanium Transportation Group, joining as an independent director. The former president and Chief Executive Officer of the Ontario Trucking Association and the Canadian Trucking Alliance joined the board’s audit committee upon assuming the role. Titanium Chief Executive Officer Ted Daniel says Bradley’s wealth of knowledge and passion for the industry will add value to the company. Bradley replaces Ari Levy, who resigned from the board in December.
replaced Kelley Platt in the role from his position as president of Freightliner Custom Chassis Corporation, while Platt moves to China to head up Daimler’s truck joint venture Beijing Foton Daimler Automotive. Roger Nielsen, president and Chief Executive Officer of DTNA, said Platt will be missed at Western Star, but is confident Carson is well-positioned to take over the role. Carson started with the Daimler family of companies in 2001, while Platt has been with the group since 1989.
Mack names new president
Brett Hart
Martin Weissburg will become the president of Mack Trucks on June 1, succeeding Dennis Slagle who has led the manufacturer since 2008. Weissburg is currently the president of Volvo Construction Equipment. Slagle will remain with Volvo Group, reporting to president and Chief Executive Officer Martin Lundstedt as a special projects leader. Weissburg will be based in Greensboro, North Carolina.
Gallagher appointed president at Jake Dennis Gallagher is the new president at manufacturer Jacobs Vehicle Systems (JVS). Bringing more than 25 years of experience to the position, Gallagher will direct all facets of JVS’s global operations while meeting short- and long-term strategic initiatives.
20
TODAY’S TRUCKING
Dennis Gallagher
Hart named GM at TBEI Lake Crystal Truck Bodies and Equipment International (TBEI) has named Brett Hart the general manager of TBEI Lake Crystal. Hart has 10 years of experience with TBEI’s Federal Signal parent company, and joins TBEI Lake Crystal after two years as the general manager for Westech Vac Systems – a sister company based in Alberta. Hart has an education and background in engineering, operations, and commercial leadership. He has worked with Federal Signal brands including the Vactor safety and security systems group, and Westech.
Dispatches
L gbook2018
6-8 GREEN TRUCK SUMMIT Indiana Convention Center Indianapolis, Indiana www.ntea.com
6-9 THE WORK TRUCK SHOW Indiana Convention Center Indianapolis, Indiana www.ntea.com
11-13 International Centre, Toronto, Ontario • www.trucksummit.ca
FEBRUARY 6-8 CARGO LOGISTICS CANADA’S EXPO AND CONFERENCE Vancouver Convention Centre West Vancouver, British Columbia www.cargologisticscanada.com
11-18 TORONTO TRUCKING ASSOCIATION’S ANNUAL CONVENTION The Westin Resort and Spa Playa Conchal, Costa Rica www.torontotrucking.org
25-28 RETAIL SUPPLY CHAIN CONFERENCE 2018 Phoenix Convention Center Phoenix, Arizona www.rila.org
25-28 OMNITRACS OUTLOOK Gaylord Opryland Resort and Convention Center Nashville, Tennessee www.omnitracsoutlook.com
IWLA’S CONVENTION AND EXPO Saddlebrook Resort Tampa Wesley Chapel, Florida www.iwla.com
26 - March 1
22 - 24
COLD CHAIN CANADA’S GLOBAL FORUM Hilton Toronto/Markham Suites Toronto, Ontario www.coldchainpharm.com
MID-AMERICA TRUCKING SHOW Kentucky Expo Center Louisville, Kentucky www.truckingshow.com
28 - March 1
25 - 28
TTSAO’S STRIVING FOR EXCELLENCE IN TRAINING CONFERENCE Centre for Health and Safety Innovation Mississauga, Ontario www.ttsao.com
TRUCKLOAD CARRIERS ASSOCIATION’S ANNUAL CONVENTION Gaylord Palms Resort and Convention Center Kissimmee, Florida www.truckload.org
MARCH 1
APRIL 6
WOMEN WITH DRIVE LEADERSHIP SUMMIT Toronto Airport Marriott Hotel Toronto, Ontario www.truckinghr.com
MANITOBA TRUCKING ASSOCIATION’S ANNUAL GENERAL MEETING AND SPRING GALA DINNER RBC Convention Centre Winnipeg, Manitoba www.trucking.mb.ca
5-8 TMC ANNUAL MEETING AND TRANSPORTATION TECHNOLOGY EXHIBITION Georgia World Congress Center Atlanta, Georgia www.trucking.org
8 -11 TRUCK RENTING AND LEASING ASSOCIATION’S ANNUAL MEETING Scottsdale Princess Scottsdale, Arizona www.trala.org FEBRUARY 2018
21
Dispatches
Navistar projecting strong sales T Truck sales have been gathering steam in recent months, and the year to come looks even stronger. Navistar recently reported that it returned to profitability in 2017, with a spike in fourth quarter revenue that was largely driven by a 31% increase in Class 6-8 truck and bus volumes in the U.S. and Canada. The company also expects 2018’s Class 6-8 market to reach between 345,000 and 375,000 units in Canada and the U.S. “We think 2018 is shaping up to be one of the strongest industry years this decade, and we’re positioned to make it a breakout year for Navistar,” said Troy A. Clarke, chairman, president, and Chief Executive Officer. As of November, Freightliner dominated 30% of Canada’s Class 8 sales, although Navistar’s International brand accounted for 39% of Class 7s. Hino topped the market share of Class 6 trucks, with just under 47%, while Ford held on to more than 51% of the Class 5 segment.
Canada – November 2017 SALES CLASS 8 Freightliner Kenworth International Peterbilt Volvo Truck Western Star Mack Other Total CLASS 7 International Hino Freightliner Kenworth Peterbilt Ford Total CLASS 6 Hino International Freightliner Ford Peterbilt Kenworth Isuzu Total CLASS 5 Ford Hino Dodge/Ram Isuzu International Mitsubishi Fuso Freightliner Kenworth GM Peterbilt Total
22
TODAY’S TRUCKING
www.total-canada.ca
U.S. – November 2017
MARKET SHARES
Nov.
YTD
Nov. %
YTD %
999 385 244 276 194 229 118 0 2,445
7,136 3,826 3,632 2,719 2,493 2,211 1,574 0 23,591
40.9 15.7 10.0 11.3 7.9 9.4 4.8 0.0 100.0
30.2 16.2 15.4 11.5 10.6 9.4 6.7 0.0 100.0
Nov.
YTD
Nov. %
YTD %
65 75 92 59 31 6 328
1,684 935 726 476 393 101 4,315
19.8 22.9 28.0 18.0 9.5 1.8 100.0
39.0 21.7 16.8 11.0 9.1 2.3 100.0
Nov.
YTD
Nov. %
YTD %
41 3 30 7 1 0 1 83
558 281 238 55 47 11 5 1,195
49.4 3.6 36.1 8.4 1.2 0.0 1.2 100.0
46.7 23.5 19.9 4.6 3.9 0.9 0.4 100.0
Nov.
YTD
Nov. %
YTD %
331 102 81 55 2 2 2 0 0 0 575
3,539 1,356 1,121 802 25 13 8 3 0 0 6,867
57.6 17.7 14.1 9.6 0.3 0.3 0.3 0.0 0.0 0.0 100.0
51.5 19.7 16.3 11.7 0.4 0.2 0.1 0.0 0.0 0.0 100.0
SALES CLASS 8 Freightliner Peterbilt Kenworth International Volvo Truck Mack Western Star Other Total CLASS 7 Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6 Freightliner Ford International Hino Kenworth Peterbilt Isuzu Total CLASS 5 Ford Dodge/Ram Isuzu Freightliner Hino GM International Mitsubishi Fuso Kenworth Peterbilt Total
MARKET SHARES
Nov.
YTD
Nov. %
YTD %
6,556 2,985 3,017 1,858 1,370 1,352 345 5 17,488
63,664 27,403 25,232 19,831 15,122 14,074 4,443 128 169,897
37.5 17.1 17.3 10.6 7.8 7.7 2.0 0.0 100.0
37.5 16.1 14.9 11.7 8.9 8.3 2.6 0.0 100.0
Nov.
YTD
Nov. %
YTD %
2,754 964 649 466 122 197 5,152
26,723 16,373 5,404 4,133 1,825 1,734 56,192
53.5 18.7 12.6 9.0 2.4 3.8 100.0
47.6 29.1 9.6 7.4 3.2 3.1 100.0
Nov.
YTD
Nov. %
YTD %
2,483 1,236 526 644 262 8 82 5,241
19,217 17,419 12,513 6,191 2,289 234 206 58,069
47.4 23.6 10.0 12.3 5.0 0.2 1.6 100.0
33.1 30.0 21.5 10.7 3.9 0.4 0.4 100.0
Nov.
YTD
Nov. %
YTD %
3,909 1,373 387 154 158 32 1 10 1 10 6,035
44,916 15,498 4,674 3,039 2,206 307 150 145 29 24 70,988
64.8 22.8 6.4 2.6 2.6 0.5 0.0 0.2 0.0 0.2 100.0
63.3 21.8 6.6 4.3 3.1 0.4 0.2 0.2 0.0 0.0 100.0
Source: WardsAuto
Dispatches
Pu se Reader Survey Tell us your thoughts on ... HR Issues There’s a labor shortage in trucking and it’s at the top of everyone’s mind. While the industry tries to figure out how best to recruit and retain employees, we asked readers about the HR situations at their companies.
Do you feel the turnover rate at your company is high?
YES
37 % NO
63 %
Is your company having trouble keeping or hiring any of the following? (Check all that apply)
Have you left or considered leaving your job in the last 12 months?
53% Drivers 25% I’m not having trouble keeping/hiring employees 22% Truck technicians/mechanics 14% Other 14% Trailer technicians/mechanics 10% Dispatchers 2% Administrative support 8% Dock workers 4% Managers 2% Salespeople
What would someone need to offer to make you consider leaving your current job? (Pick up to five) 58% 33% 29% 17% 17% 15% 13% 12% 12%
More money Different hours/schedule “Not being out Retirement 30-plus days A bigger say in day-to-day decisions at a time” Location (ie closer to home) Other “Career Nothing “No change” Different lanes/customers forced dispatch” Reduced monitoring (ie ELDs, driver-facing cameras, etc.) 10% Chance to use newer/different technology 10% Different managers 6% Chance to use newer/different trucks
Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email johng@newcom.ca.
NO, and I wouldn’t consider leaving
42 % NO, but I would leave for the right reasons
20 % YES
38 % Why do you think it’s hard to hire/keep employees right now? (Check all that apply) 60% 56% 52% 50% 46% 38% 25% 19% 8% 4%
Long hours Low pay Increasing regulatory requirements Poor trucking industry perception Low benefits Aging workforce approaching retirement Not welcoming to younger workers Other Not welcoming to diverse groups I don’t know
Results are rounded to the nearest 1/10th percent.
Next month:
Growth Plans FEBRUARY 2018
23
Dispatches
StatPack 49-acre ‘TRACK’ OF LAND Volvo Trucks North America has
3,000 MONTHLY MOVES Ryder System’s new logistics operating center in London, Ontario, can support about 3,000 cross-border moves per month. The 30,000-square-foot building at 1205 Green Valley Road includes offices and cross-docking space, and there’s also parking for 286 trailers and 162 tractors. The facility is home to 210 drivers and 55 Ryder employees.
added 49 acres to the 1.8-kilometer customer experience track next to its 36,000-square-foot Volvo Trucks Customer Center. Another 221 acres has also been secured under a lease-to-purchase agreement for future use. The land was made available by Pulaski County, after Volvo invested $38.1 million to build the center and upgrade production capabilities, creating 32 new jobs.
$553 million AUCTIONED Ritchie Bros.’ Edmonton auction house sold $553 million of equipment in 2017, although the business reports surplus vehicles have been harder to come by. More than 4,500 pieces of equipment and trucks sold for $66 million at the most recent auction. Canadians scooped up 89% of it. Alberta bidders accounted for 58% of those sales, followed by British Columbia (12%), and Saskatchewan (9%).
$30 million PROFIT Navistar returned to profitability in 2017, reporting net income of $30 million compared to a net loss of $97 million in the 2016 fiscal year. The company’s truck segment lost $6 million, but that’s still a dramatic improvement compared to the $189 million lost in 2016.
$40 million CAPITAL BUDGET Mullen Group established a $40-million capital budget for 2018, setting aside $30 million of that to replace trucks, trailers, and specialized equipment in the trucking and logistics segment. Trucking and logistics is projected to account for about 67% of Mullen Group revenue this year, exclusive of any acquisitions.
24
TODAY’S TRUCKING
60 EXPECT RISING PAY
Almost 60% of U.S. recruiters surveyed by Driver iQ expect driver pay and benefits to increase in the first quarter of this year, compared to the same period in 2017. About 40% of carriers expected driver turnover to match what they saw early in 2017, compared to 25% who expected the turnover to increase.
Dispatches
Trendingg on
.com
It’s a reprieve,10-4 Drivers in Ontario can hang onto their CB radios for a little while longer, thanks to a temporary reprieve from a law that would have permanently silenced the units in the new year. An Ontario Ministry of Transportation representative says CBs won’t be taken out of cabs until January 1, 2021 – a three-year extension on the earlier January 1, 2018 deadline – to “allow for the development of more viable hands-free technologies.” As the first jurisdiction to make the wired CB radio illegal in moving vehicles, Ontario said it was doing so because the devices were a dangerous distraction to drivers. The latest delay is on top of the five-year timeline that was originally introduced to ❯❯ come up with alternatives. The continued exemption will allow the radios to be used by roadside assistance and service vehicles, taxis, street cars, delivery and courier vehicles, and drivers of construction or Commercial Motor Vehicles. It applies to radios mounted on dashboards or worn on clothing. After the new exemption expires, the radios will be off limits for everyone except law enforcement officers, firefighters, and provincial offences officers. The Ontario Trucking Association (OTA) had been asking for the exemption to be made permanent, or extended for seven years, arguing that CBs still play a crucial role in trucking. With a three-year reprieve in hand, it plans to work on raising awareness about wireless alternatives to CB radios.
@todaystrucking Your go-to social media source
23K
FOLLOWERS
If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered.
HERE ARE A FEW EXAMPLES OF TWEETS FROM AROUND THE INDUSTRY THIS MONTH
KEEP IN TOUCH facebook.com/ TodaysTrucking
RacingBrick @racing_brick NS Trucking Safety @NS_SafeTrucking Yes even Santa has to update his workplace Hazard Assessment. A reminder when new hazards are introduced to the workplace you must update & educate all staff. This includes the employees, yes those dressed in red as well and the reindeer :)
Say hello to Mack the Bulldog in his Lego form proudly standing on the new @LEGO_Group Technic 42078 @MackTrucks Anthem :)
Today’s Trucking @todaystrucking .@APTA_Trucking honors some of the best of the #trucking biz through annual awards. https://buff.ly/2BbFg2n
@todaystrucking
TodaysTrucking1
Meritor @Meritor #DYK that for every ten degrees the temperature drops, tires can deflate up to one pound? Here’s how to better understand tire pressure in your #truck and why it’s important to maintain it: http://bit.ly/2hF4qg7 FEBRUARY 2018
25
Dispatches
THE SPEC’S Wheelbase: 146 inches Engine: Paccar PX-7, 250 hp/660 lb-ft torque Transmission: 5-speed Allison 2100HS Front axle: 12K Rear axle: 20K rated down to 16K Suspension: 21K Hendrickson air Fuel tank: 45 US gallon Rear axle ratio: 4.63:1 BBC: 63.4 inches
Truck of the Month
CBC Newsworthy Being a reporter means carrying around a lot of equipment, and for the employees of the Canadian Broadcasting Corporation (CBC) in Montreal, reporting for radio and TV in both English and French means double the equipment. When the national news network was looking to replace its field vehicles, it had some very specific requirements in mind, says the CBC’s corporate fleet service manager in Montreal, Mario Gionet. “We needed trucks that could turn on a dime, and yet could be small in stature while carrying a lot of weight. Our gear is not light,” he said. The news service chose three Kenworth K-Series mediumduty cabovers to serve as mobile production trucks. The larger of the trucks, a Class 7 Kenworth K370, was chosen because the 17-foot body and 182-inch wheelbase allowed it to be outfitted as a mini-TV studio with room for three technicians to operate a full control board for live remote broadcasts in both official languages. Two smaller Class 6 Kenworth K270 cabovers were chosen for stories more local to the Montreal area. The trucks were paired with low-profile, 19.5-inch tires to reduce overall vehicle height.
Both styles of the cabovers are powered by the Paccar PX-7 engine rated at 250 horsepower, and are equipped with Allison 5-speed automatic transmissions. Although most of the time the trucks stay in the Montreal area, when hurricane Irma struck the Gulf Coast last fall, the K370 headed to Florida to cover the disaster. The trucks can each put on up to 25,000 kilometers per year, according to Gionet. With drivers also serving as the chief technicians for news production, the trucks also had to be comfortable, since reporters spend so much time in them. Gionet says they’ve been a big hit with the crew. TT
Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to johng@newcom.ca, or mail Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON, M9W 5C4
26
TODAY’S TRUCKING
Open Mike
Recruiting by Retaining By Mike McCarron
O
ne of the battles that truckers continue to wage is the hiring of drivers. Driving a truck is a tough job that the next generation clearly doesn’t want. Personally, I’d take a good driver over a good customer any day of the week. Customers will come and go based on a change in wind direction. A good driver can pay dividends for decades, and helps stop customers from blowing away. The conversation about drivers usually seems to revolve around recruiting, but once you learn how to keep drivers, you won’t have to worry as much about finding new ones. Without stating the obvious (the value of fair pay, honesty, good equipment, etc.), here are some of things today’s successful fleets are doing to retain the drivers who answer want ads.
The first 365 days Controlling early-stage turnover is your best opportunity to retain drivers. In an analysis of more than 22,000 drivers, Stay Metrics concluded that if 100 drivers started work next Monday, 33 would be gone within 90 days, and 22 more would leave within 180 days. That’s 55% bidding au revoir in the first six months. A retention strategy starts from Day 1. Some companies meet with new recruits every 30 days for the first
the right thing to do! Give your drivers access to health clubs at home and on the road. Many fleets have helped truckers get off the butts with stop-smoking bonuses. A heathy driver is a happy driver.
Respect their clan
year. Others use mentor programs by partnering senior drivers with newbies. The most important thing is to recognize the math – and what drives bums away from your seats before you even get to know the driver’s name.
Give drivers a say Unlike other frontline employees, most drivers perform the same job their entire career. Not only does this make them trucking experts, it presents an opportunity to give them a voice in how you do business. Formally pick drivers’ brains and learn from their experience. Driver surveys, councils, and a “don’t shoot the messenger” culture are good places to start. Respect goes a long way toward retention. It’s time to punt the impersonal Suggestion Box and show you really care.
Make sure they’re wired Drivers who are engaged, entertained, and educated while away from home, are more likely to stick around. Engage them by encouraging the use of social media to share stories and pictures with their online community of coworkers, family, and friends. Educate them using webinars, online tutorials, and video sessions with company trainers. Entertain them during downtime by loading cabs with the latest bells and whistles. You can choose to spend your cash on “luxuries” like access to the NHL Network or on more want ads. It’s your call.
Keep ’em healthy Investing in a driver’s health will improve their odds of living longer, which is good for your business. It’s also
Personally, I believe the worst part of being a truck driver is the time away from family. It would have killed me to be sitting in a truck stop while my kids were playing sports. Respecting families and making sure they’re cared for while mom or dad is at work two time zones away is vital for retention. Don’t nickel and dime driver benefits. Make sure their plans include dental care, eye care, and prescriptions. Respect and celebrate your drivers’ unique cultural traditions. And if a driver needs an extra day at home to see the school play, let everyone know that’s a valid reason for time off. A driver is a precious asset that only grows more valuable with time. Recruiting efforts only bring drivers to your door. A retention strategy gives drivers a reason to stay and contribute to the success of your business. TT Mike McCarron is the president of Left Lane Associates, a firm that specializes in growth strategies, both organic and through mergers and acquisitions. A 33-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at mike@leftlaneassociates.ca, 1-844-311-7335, or @AceMcC on Twitter.
FEBRUARY 2018
27
DDC-EMC-ADV-0034-0917s. Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2018 Detroit Diesel Corporation. All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.
Drivers. There’s nothing on board more valuable. — DETROIT ASSURANCE ® 4.0 SUITE OF SAFETY SYSTEMS. — We know you care about your drivers and the communities you operate in. Detroit cares too. That’s why we’ve innovated one of the most advanced safety systems in the industry— Detroit Assurance. Delivering exceptional control and protection. Because we understand in every driver’s seat is someone’s loved one. And there’s nothing in the world more precious. demanddetroit.com/Assurance
Your job as a driver may be killing you, but it doesn’t have to be that way By Elizabeth Bate
W
arren Endersbe had spent just two hours in the sleep lab before a technician woke him with news that his apnea was “off the charts,” and immediately hooked him up to a CPAP machine. The 20-year driving veteran, now a driver and trainer with TransX, says he was overweight and unhealthy at the time. “I felt like I was half dead. I would fall asleep at the breakfast table. Driving was so difficult.” He isn’t alone. Truckers have long been told they’re in a vulnerable group where health is concerned, and that can mean far more than shopping for a bigger belt. A 2014 study for Transport Canada determined drivers typically live up to 20 years less than an average worker thanks to risk factors like fatigue, available food choices, and limited support networks. University of Waterloo researcher Philip Bigelow says the underlying culture contributing to poor driver health will take
more than just a few hours at the gym to fix. Working on one of several studies, he is attempting to determine what fleets can do to successfully promote healthy habits and encourage drivers to maintain such habits over the long term. “There’s got to be a culture for it, incentives, challenges to keep employees motivated,” he says. Enter programs like Healthy Trucker, launched four years ago by NAL Insurance when the company noticed an increase in drivers taking time off work and taking longer to return to the job. Drivers with work-related injuries – a torn rotator cuff, for example – couldn’t be scheduled for surgery or faced extended recovery times because they were suffering from other issues like high blood pressure. “We didn’t want to just increase premiums because that doesn’t help anybody,” says Andrea Morley, Healthy Trucker’s lead nutritionist. What emerged was a program that matches drivers with a health coach and nutritionist. The coaches encourage changes through texted tips, weekly newsletters, online food tracking, meal plans, and phone consultations. The benefits for investing in driver health are certainly big, starting with employees who are more productive and alert on the road. Several large fleets are already catching on to the improvements health can make in job performance, insurance premiums, and required sick days. UPS Canada’s Comprehensive Health and Safety Process, for example, now includes on-the-job health and
HEALTHSC 30
TODAY’S TRUCKING
Human UPS Canada employees stretch in their morning meeting before hitting the road.
Health check tech Even tech developers are looking to provide part of the answer to better health, particularly as companies like NAL and the U.S.based Rolling Strong invest in apps, wearable technology, and YouTube tutorials to help drivers embrace healthy habits. Morely says Healthy Trucker uses Fitbits with all participating drivers, to help track steps and incentivize people to keep moving through annual competitions. The stepcounting devices help to form communities where drivers can encourage each other in addition to the friendly competition. While fitness trackers have become a large market, and present
CARE The secrets to better health are, unsurprisingly, diet and exercise. But technology can help steer drivers to healthier choices as well.
Warren Endersbe shows off squats with kettle bells. The exercise is easy to do in small spaces.
a big opportunity to help wearers improve personal fitness, Morley cautions against drivers putting too much stock in the number on the screen. Step counts can be off because drivers spend the day shifting and sitting in a raised seat the moves frequently. She recommends drivers wear the device when they’re out of the cab, but take it off and put it someplace less likely to move around while driving. Tech doesn’t have to be limited to tracking movement, either. Steve Kane of Rolling Strong is combining trackers with a fitness program and app to tackle an array of driver-related health challenges. In addition to features available on other health apps that log steps, workouts, and calories consumed, Rolling Strong uses features like “Predict My Meal”, which takes a driver’s biometric information and meal plan, as well as their location, and tells them where the best possible meal within a three-kilometer radius is located, making food choices easier when on the road. Endersbe says YouTube videos also help with his personal exercise regimes, giving him a chance to check his form when exercising in the truck.
Food choices Truck stops, where some individual meals contain more than a day’s worth of calories, can be especially challenging for those looking to make healthy choices. Apps and social communities allow drivers to share tricks they pick up to make the journey to better health easier. Morley says avoiding anything that’s fried, creamy, or doughy is important, but some truck stop fare gets an undeserved bad rep. “Sometimes a burger can be surprisingly healthy. They can be victimized,” says the nutritionist. Having a hamburger with half the bun and a side salad can be a good choice for some meals. With others she recommends going to the convenience section of the truck stop and picking out pre-cut vegetables, nuts, or a whole piece of fruit as a snack. A recent technology competition Bigelow attended in Stratford, Ontario, showcased another concept app designed by University of Waterloo students. Bigelow said the idea students came up with was like UberEats, but for truck drivers. It allowed drivers to place an order for groceries, fresh produce, and other healthy foods, and have it delivered to their location. While still just a concept, the demonstrated app was important to show that a business case could be made for monetizing driver health and wellbeing. continued on page 35 FEBRUARY 2018
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wellness initiatives like group stretches during morning communications meetings. Stretching is just the start for the international courier, which rewards drivers for joining together in wellness activities, including running clubs.
Factors
31
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Human continued from page 31
Truck designs Software developers aren’t the only ones looking at the business case for changes made in the name of driver health. The issue is also playing a role in how new trucks are designed. When unveiling its VNL, for example, Volvo was quick to note how its new inclining mattress in the bunk can help those with sleep apnea, while outlets were located nearby to accommodate CPAP machines for those who need to deal with the condition. Chief designer Brian Balicki says more space and strategically placed grab bars were put inside the cab to allow drivers to stretch and move more, essentially giving them a place where they might be able to work out more while on the road. Grab bars near the seats also allow some level of stretching while the truck is in motion. “It’s not just about sitting in the seat and driving the vehicle. It’s about what happens to your body after a 12-hour shift or an 11-hour shift,” Balicki says about the thought-process behind the design. “We like to think of the truck as a cocoon. It’s really about taking care of that customer while they’re in that product.” Morley says in-cab workouts can be surprisingly effective. Workouts using no equipment and limited space can mean doing jumping jacks, pushups, burpees, or squats, in a High Intensity Interval Training fashion. Getting your heart rate up and then bringing it back down repeatedly is the best way to reduce fat and build muscle, and just adding a couple of small dumbbells to that routine greatly increases the number of exercises. On the road for up to 2-1/2 weeks at a time, Endersbe relies on in-cab bodyweight exercises and kettle bells – something he credits with changing his life. In the last year he says he’s done more than 23,000 bodyweight squats, which have all but eliminated his lower back pain while standing and driving.
Personal commitments No matter what technology or changes are available, real differences require drivers like Endersbe to take personal steps.
“It’s easy to eat and not keep track of how many calories you’re eating,” admits Levi Shelly, referring to the weight he gained in the first nine months after leaving the U.S. Army and driving a truck. “I never thought about it until someone mentioned it to me, and I really got out and starting seeing it.” But he committed to a change, even if the changes in diet and exercise weren’t strenuous at first. He started an exercise routine by walking around a truck stop a couple of times a week. After awhile he added some weight to a backpack and wore that on his walk. Now Shelley walks about six kilometers at a time, a few times a week, wearing a weighted vest. “I think it’s helped. I unload 40,000 pounds every other day. When I gained all that weight I wouldn’t have been able to do that at all,” he says. Asking for mixed vegetables even when they’re not on the menu, or getting a meal to go – typically a smaller portion than what’s served on a plate – even
Factors
when you’re eating in, are just some of the small habits Shelley picked up during his year spent losing weight. The driver eventually lost 100 pounds, and maintains an overall weight loss of 80 pounds. Endersbe agrees that starting on a life-changing health journey can begin with small changes, like adding more protein to your diet, staying hydrated, and deciding to move just a little bit more. “Whether it was only five or 10 minutes a day, I just did it,” he says. “Consistency is far more important than intensity.” At 55, Endersbe feels healthier now than at any other point in his life – including when he was “skinny” and in the Canadian Armed Forces. The health changes have given him a better connection to his life, too. “My daughter is 12 and she’s kind of like a mini-professional figure skater, he says. “I can bike with her, and I do my exercises with her.” And there will be more exercises to come. TT
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Human
Time for Change CH Express changes to hourly pay as an answer to mandated ELDs By Steve Bouchard
C
H Express drivers were not alone in worries that a U.S. mandate for Electronic Logging Devices (ELDs) might affect how much they could make. But managers at the flatbed fleet have responded in a bold way – by paying the long-haul drivers by the hour rather than distances. “The goal was to make sure the drivers did not pay the price of the new regulations,” says Marc-André Hubert, the fleet’s operations manager. “We wanted to reassure them that the amount would be the same – or even more – with the electronic log.” “The decision is kind of our statement that we were not afraid of the new regulation,” said president Serge Hubert. If anyone was to shoulder the burden of added costs, it would be CH Express. The fleet’s approach to Hours of Service doesn’t actually change. “We are not afraid of the new rules of the game because we already impose them,” Marc-André says. “But we understand that our drivers can have some apprehensions.” A couple of drivers were skeptical at first, wondering where the scam was. “There is none,” he stresses. The hourly compensation is based on the Electronic Logging Device, calculating actual hours of work and driving down to the second rather than using PC Miler. “The calculation was simple,” says Marc-André. “Our drivers were paid 42 cents per mile. Based on a speed of 100 kilometers per hour and a distance of 1,100 kilometer per day, it is $25 an hour for a senior driver [more than two years of experience]. A junior driver [less than two years of experience] earns $21 an hour. The hourly wage ceiling is set at $28 per hour for drivers who have five years or more of seniority in the company.” On-duty activities other than driving earn a rate of $18 per hour. There are still other bonuses to consider. Each pick-up or delivery is paid $ 25, in addition to the hourly rate. An hour of this work, for example, would earn a driver $43 an hour, Serge says. “When we do [Less Than Truckload], we want the driver to be
Factors
Serge and Marc-André Hubert
encouraged to put the most partial loads on his trailer. We have established our system so that it is very beneficial for the driver to make these stops. These are bonuses to efficiency.” Another $75 per day is paid for oversize loads, while every stop that registers a clean roadside inspection earns another $50. “We like our carrier rating to be good, and this initiative helps us do that. The drivers receive a bonus upon presentation of the inspection documentation, which is included in our files. We know who went to the inspection and how much time was spent,” Serge says. Drivers can legally work 70 hours a week, of course, and that is typically divided into 55 hours of driving and 15 hours on duty. CH Express pays time and a half after 60 hours of work Strictly from an accounting point of view, the executives expect salary costs to rise 10-20% with the change. But recruiting, security, and service costs are expected to drop. “By opting for a pay per hour, we bet we do not have to worry about recruitment and retention. We are willing to pay the price for good, professional, courteous, and safe drivers, and I am comfortable selling the professional service at the price it is worth. But I’m not comfortable paying for a driver who wants to drive in an unsafe and non-legal way,” says the CH Express president. It’s about more than financial figures, however. They claim to have approached the pay issue first and foremost from the human side of the equation. “For a long time, the pressure has been absorbed by the drivers. The whole industry says, ‘Traffic is your problem. Waiting time is your problem.’ Now, [these] are no longer the problems of the drivers. Whether a truck driver is traveling at 10 kilometers per hour because of congestion, at 70 kilometers per hour because of the weather, or at 100 kilometers per hour, it’s the same thing. The meter runs and it is paid. This takes away frustration and ensures that the driver can provide better service and be safer,” Serge says. The word of the new pay structure spread quickly. “It’s not very difficult for us to recruit now. It was ... madness when we announced our pay per hour. Drivers were applying everywhere, even from the United States,” he adds. “Recruitment is no longer a priority topic in the company right now. And this allows us to focus on our strength, which is to sell transportation services.” TT FEBRUARY 2018
37
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Human
Payday and Beyond Do your teams understand their total compensation? Employee compensation involves much more than a rate per kilometer or hour. But it’s easy for teams to lose sight of the value of other benefits that are offered through a workplace. Trucking HR Canada recommends developing a “total rewards” document that helps employees understand the financial value of individual benefits, establishing a powerful recruiting and retention tool in the process. When developing such a document, consider including factors such as: Key benefits – Calculate the values of bonuses, company contributions to retirement savings and health or dental premiums, and the value of extra paid vacation and holidays. Non-monetary benefits – Flexible time, preferred scheduling, training and development, and holiday parties or social events are all worth noting – even if they can’t be expressed in specific monetary terms. Bonuses and incentives – Note the percentage of the employee’s gross salary that can be realized through things like fuel savings, safety, and on-time performance, and how often they are calculated. Employee Assistance Program – Identify the individual services that are available through an Employee Assistance Program, how the support can be
requested, and how much the company invests per employee in the program. Vacation – Identify the number of paid vacation days and statutory
Factors
holidays that are available, and reinforce any days that are allowed above legal requirements. Facilities – Don’t forget to identify other benefits of working at an individual workplace, whether it comes in the form of modern equipment or facilities such as driver lounges that may not be found everywhere. TT
Human Fact rs Further coverage in the latest edition of
www.trucknews.com FEBRUARY 2018
39
BlackBerry SEC RE Canada’s tech darling is reinventing itself, and trucking is part of the strategy By John G. Smith
W
hen the leader of the free world embraces your product, you know you have a winner. So it was with BlackBerry – then known as Research in Motion – when it could boast dedicated smartphone users like U.S. President Barack Obama, who once said in an interview, “They’re going to pry it out of my hands.” They did pry it out of his hands, though. Millions of other users abandoned the device’s QWERTY keyboards as well, once competitors like Apple’s iPhone and different touch-screened alternatives hit the market. So much for the addictive draw of device that some people had begun to call the “CrackBerry”. It would be a mistake to discount the company. BlackBerry has gradually been rebuilding under the leadership of Chief Executive Officer John S. Chen, in no small part because of products focusing on the trucking industry and broader automotive sector. The growth hardly matches the surge during fiscal 1999-2001, when assets expanded eightfold, but the Kitchener, Ontario-based company has recently been beating analyst estimates. Today’s BlackBerry focuses mainly on software and the Internet of Things, largely shifting away from hardware ... to a point. At the 2016 Mid-America Trucking Show it unveiled a brick-like trailer tracking and monitoring device known as Radar,
40
TODAY’S TRUCKING
Radar-M and Radar-L are among the trucking-specific tech offerings from BlackBerry. (Photo: BlackBerry)
which has since secured users such as Caravan Transport Group, Trailer Wizards, and Titanium Transportation. Midway into 2017, RBC Capital Markets reported the business had equipped about 4,000 trailers overall. Pana-Pacific recently announced it will distribute the products through more than 2,800 heavy truck dealerships across North America. In addition to incorporating an accelerometer and gyroscope to track motion, Radar-M units scatter infrared light inside a trailer, measuring the percentage of available space. This can introduce new opportunities to broker freight, which will likely become more important against a backdrop of mandatory Electronic Logging Devices, says Philip Poulidis, senior vice president – BlackBerry Radar. “A dispatcher can fill you up on route. There’s a lot of revenue-maximizing opportunities.” A stripped-down version known as Radar-L – for flatbeds, chassis, containers, heavy machinery, and other non-powered assets – tracks equipment locations, motion, and opening or closing doors. Using the company’s antenna-tuning technology known as Paratek, the device can even be mounted under the trailer chassis or between frame rails, rather than requiring a clear view of the sky. This all draws on several areas of BlackBerry expertise. Each unit relies on cellular connectivity, multiple sensors, and approaches that extend battery life. Cell towers are also combined with GPS signals to enhance locating functions. Data is collected
BlackBerry Secure in five-minute increments when a trailer is moving, and sent to a server every 15 minutes, but transferred just once a day when equipment is parked. “When you look at all these elements, it sounds like a mobile phone without the screen,” Poulidis says. “We had all those pieces.” Ted Daniel, Titanium’s president, was attracted by several features in Radar-M. Unlike hardwired tracking and monitoring devices, the fleet found that a single-piece unit can be installed on a barn door in 15 to 20 minutes. (BlackBerry reports it’s closer to 10 minutes.) One fleet employee installed about 1,000 of the devices in just two months. “Now you can load this up with everything you need – temperature, humidity, door open, door close,” Daniel says. BlackBerry’s backing by Fairfax Financial, and its shift away from commoditized smart phones, enhances the company’s
Philip Poulidis, says Radar offers new opportunities to broker freight. (Photo: John G. Smith)
stability, he adds. “They’re now a software and support company. There’s no margins in hardware anymore.” Daniel has a personal interest in tech, in no small part because of a computer science degree and a resume that included two years at IBM Global Services in the late 1990s, when that tech business was transforming itself. Sure, his primary focus was finding technology that would serve the fleet’s needs, but knowing BlackBerry is a Canadian business was a bonus. “I’m a little patriotic, too,” he says. BlackBerry’s past struggles have actually helped to open doors in sales calls, Poulidis insists. “A lot of people know who BlackBerry is, and a lot of people have had nothing but positive experience with their BlackBerries, and it invokes this nostalgic feeling.”
Sense of security BlackBerry also stresses the sense of security it wants to convey. Company devices are described not only as secure, but “BlackBerry secure”. Security protocols begin with rotating “keys” embedded in chips themselves. Even if one of these keys is compromised, it becomes useless moments later after being changed. BlackBerry’s famed security is opening doors of another sort. Its QNX operating system, for example, is already playing a role in over-the-air engine updates, although Poulidis won’t reveal which Original Equipment Manufacturers are using it. Last year the business also announced plans for the BlackBerry Autonomous Vehicle Innovation Center (AVIC), which will support the software for autonomous vehicles. Then there are the partnerships. This July, BlackBerry and Qualcomm Technologies formed a deal to develop automotive platforms for connected vehicles. They’ll use Qualcomm Snapdragon modems to optimize BlackBerry’s over-the-air software and Secure Credential Management Services. “As innovation in the automotive industry accelerates, it becomes necessary for industry leaders to work together to deliver leading-edge technology platforms that help to make vehicles safer, more connected, and increasingly autonomous,” said Patrick Little, Qualcomm’s senior vice president and general manager – automotive. BlackBerry is also working with Denso on automotive displays, to roll out in 2019. There’s more to come, and a commitment to release at least one new product a year. Poulidis refers to applications like variable-usage-based insurance, which could use geofences to track when trailers are in high-risk areas, or whether equipment is moving or parked. Digital freight brokers are gaining ground, too, he said. “[This] is going to be the year of supply chain visibility.” Like any other tech player, BlackBerry still faces stiff competition, and the telematics space is no different. Omnitracs, Spireon, and Trimble are among those looking for a share of the same business. Verizon, a U.S. telecom giant, paid US $2.4 billion for the Fleetmatics Group GPS tracking business. And in the infotainment space, competitors include the likes of Microsoft, Android, and Linuk. But BlackBerry knows very well that the top of the tech heap can be reorganized. TT FEBRUARY 2018
41
By Eric Berard
T
rucks that run on alternative fuels promise to be easier on the environment, but the equipment itself can be tougher on a capital budget. Consider natural gas. It’s historically cheaper than diesel, but the trucks that use it can cost an extra $50,000 to $100,000 over the price of their conventionally fueled counterparts, depending on the spec’s. Some provinces have come forward with financial incentives to offset the differences, of course. Quebec offers up to $30,000, and Ontario will cover up to 30% of incremental equipment costs. But the difference needs to be made up somewhere, and those who offer the financing tend to demand a thorough business case before giving their OK to a deal. Such business plans can require information on fuel economy, the availability of fuel along traveled routes, and access to the people and facilities that service all the related equipment. Essentially, lenders want to be assured there will be enough money left over to make the payments. Nicolas Lessard, regional sales leader for Eastern Canada at Wells Fargo Equipment Finance, recommends sharing other data such as comparable operating costs, such as the savings that can be realized without needing to maintain Diesel Particulate Filters or other aftertreatment systems included with a diesel engine. So, too, do fleets need to carefully consider the costs of training and licensing maintenance staff, or adapting service bays. Drew Cullen, Penske Truck Leasing’s senior vice president – fuels and facility services, advocates full-service leases when switching to alternative-fueled vehicles. “Anytime there are significant changes in a vehicle, there is a learning curve regarding maintenance, residual values, and diagnostics,” he warns.
Do your homework Fred Zweep, president of Abbotsford, B.C.-based Vedder Transportation Group, prepared an in-depth presentation for HSBC and Canadian Western Bank when financing the 66 Liquefied Natural Gas (LNG) tractors
Financing
Alternative-fueled trucks can come with a higher purchase price, and some extra work to secure the financing
Alternatives 42
TODAY’S TRUCKING
Financing Alternatives Business plans used to secure financing for alternative-fueled vehicles can require some extra research. (Photo: Penske)
There are consultants who that account for almost 20% of the specialize in preparing such fleet’s power units. business plans, says Bruce “Because we have a solid balance Winchester, executive director sheet and business plan, we had no of the Canadian Natural Gas issue securing financing with our Vehicle Alliance. And he stresstraditional financial institutions,” es that there is a business case Zweep says. to be made. Part of the business plan involved “It’s a calculated risk, but showing how the fleet could help a it’s also a risk that could gencustomer improve the tonnage per erate a significant return for mile while also reducing the size of its [lenders] if they understand carbon footprint. Vedder has 66 LNG trucks. (Supplied photo) the technologies and the mar“The added value that we were kets correctly, and create and able to bring to our customer was put together financial products that work well for potential greater payload. We’ve taken eight of those tractors and we modborrowers,” he says. ified them from a tandem-axle tractor into a tri-drive tractor. Government support has its own role to play. “Regulatory We determined that we would be able to offer them a 4.5-metric certainty and knowledge can be an important factor in raising tonne increase in payload per load,” he says. capital for any company,” Winchester says. Vedder even gave lenders a comparative study showing the gap Paulina Leung, vice president – corporate strategy and business between diesel and natural gas prices over a 40-year period. FEBRUARY 2018
43
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Financing Alternatives development at Emterra – a waste management fleet that powers 35% of its 550 trucks with Compressed Natural Gas – believes fleets have a responsibility to educate lenders about the advantages. “It’s our job to educate our financiers. It’s kind of our responsibility to help the banks understand what the risks are and what the business is going to do to mitigate that risk,” she says. Ultimately, Wells Fargo’s Lessard believes a higher volume of alternativefueled vehicles will make it easier to finance the equipment. “If we have a higher demand, it will drive higher data and a wider-open market for reselling of these trucks,” he says. Ian Loveless, vice president - Daimler Truck Financial Canada, agrees that small volumes can be a head scratcher. “Understanding the long-term demand and impact on the secondary market is key to developing a comfort level with financing these newer, emerging products.” EBI of Berthierville, Quebec, developed its own leasing program for Compressed Natural Gas trucks to establish customers for the natural gas generated at its landfill site. The company’s “try it for free, then lease it if you’re convinced” initiative proved to be a good fit for select customers in that province. Now Olivier Sylvestre, manager of natural gas transportation development, is eyeing Ontario markets supported through the provincial Green Commercial Vehicle Program for natural gas equipment.
Depreciation One of the biggest challenges in financing alternative-fueled equipment comes in determining depreciation. The Canada Revenue Agency applies the same depreciation calculation on natural gas and diesel trucks, through the 40% Capital Cost Allowance, the regulators told Today’s Trucking. The market interest in used versions of the trucks is another question altogether. Zweep remains optimistic about the residual value of his trucks that run on Liquefied Natural Gas. “I actually do see an opportunity for demand on the secondary market, particularly at the port of Vancouver,” he says,
Nikola Motor has secured a distribution agreement with Ryder. (Illustration: Nikola)
FINANCING ELECTRIC AVENUES
Emerging suppliers of electric vehicles say they’re ready with financing options for their equipment. BYD’s Andy Swanton, vice president of sales – electric trucks, says his company offers a range of purchase options, from upfront purchase agreements to full-service leases, with leases covering all or part of the equipment value. “Depending on the credit rating of the customer, the size of the prospective order, and the complexity of the agreement, BYD will either finance the agreement directly or work with one of our financing partners,” explains Swanton. He won’t disclose who those partners are, but stresses they “have a particular focus on the clean transportation sector.” Nikola Motor, meanwhile, has established a partner with Ryder System to help with the financing model. “With over 800 locations, it made sense to work with just one dealer rather than hundreds of dealers across the country,” says founder and Chief Executive Officer Trevor Milton. He expects most of his customers to lease instead of buy, mainly for tax reasons, and says Canadians are among his financing partners. “It is hard to get financing for new trucks until truck values are determined. This is why Nikola has gone the leasing route. It allowed us to guarantee a value at the end for financing companies,” he says. “It will take time, but we have a few banks already lined up for financing them according to our business model.” Milton believes a guaranteed price of hydrogen – the fuel used to power electric motors in Nikola trucks – should reassure lenders, “knowing that fleets and customers will be able to make more money and are more likely to pay their bill.” Tesla declined to comment on financing options that will be available for its recently unveiled Tesla Semi.
adding that Vedder has a “Plan B” thanks to its used truck division. “People may not want to operate them as natural gas pieces of equipment, and we’re OK with that. If you don’t want to, we’ll drop a used diesel engine in it for you at a cost of X dollars, and then we’ll be able to turn around and sell that vehicle off,” he explains. Ports could increasingly be an option for alternative-fueled vehicles, agrees Carl Crechiolo, vice president - credit and col-
lections at RCAP Leasing, a subsidiary of RBC. “Trucks sitting idle at a port for most of the day waiting to load or unload, thus causing too much harmful emissions, are frowned upon.” As for energy distributors anxious to sign long-term supply agreements for the fuel? It might be worth asking if they are willing to guarantee a residual value for the equipment when it comes time to sign a deal. TT FEBRUARY 2018
45
In Gear
49 Reviewing the Cummins X12 51 Product Watch
EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS
Paccar MX-11
Navistar A26 Volvo D13
Mack MP7
The little engines that could Canadian fleets love big-bore engines, but engines with smaller displacements are punching above their weight By Jim Park Canada has always been big-bore territory: big trucks, big loads, big hills, big engines. Right? If you’re one of those with feet firmly planted in the big bore camp, it might be time to re-think that position. Some of today’s smaller engines are surprisingly capable. They are lighter and more fuel-efficient, and deliver performance that’s nearly equal to their larger brothers. Don’t think for a minute that we’d try to convince anyone pulling Super-Bs around British Columbia that an 11-liter power plant is going to do the job. It won’t. But in less-demanding applications, there just might be more wiggle
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TODAY’S TRUCKING
room than you’d think. We know of many fleets – really big, successful fleets – that are happily using 13-liter engines to pull B-trains, though most of them are based somewhere east of Banff, Alberta. In Canada, 13- and 15-litre engines are the mainstay. With the exception of the aforementioned B-trains, you can almost split the group down the middle, with fleets hauling tridems, quads, and larger loads opting for the bigger blocks, and those hauling U.S. weights siding with the mid-size engines. All of the 13-liter engines, by our research, now hit or exceed 500 horsepower (Paccar’s MX-13 is advertised at
505), with torque has high as 1,850 lb-ft (Mack’s MP8 tops the list at 1,860). That was 15-liter territory not that long ago. Cummins’ X15 tops the 15-liter group at 605 horsepower and 2,050 lb-ft. The extra couple of liters get you an additional 100 horsepower and 150 additional poundfeet of torque. Looking at the 11-liter group, 425 horsepower is typical, with the MX-11 juiced to 430. Torque-wise, these engines are doing 1,550 to 1,650, which is pretty respectable. And then there’s the soon-to-bereleased 12-liter X12 engine from Cummins. It sits nicely between the 11- and 13-liter models, but blows the 11-liter models out of the water with a 500-horsepower vocational offering, and 455 horsepower for on-highway applications. It offers torque of 1,700 lb-ft. “We have targeted the X12 for weight-sensitive applications,” says Cummins’ on-highway marketing communications manager, Russ Poling. “We’re introducing a new platform with a unique displacement that offers customers the best of both worlds: light weight and high performance.” While most engine makers won’t share their market breakdowns by displacement, Brian Daniels, Detroit powertrain and component product manager, offered that 15-liter engines, such as the Detroit DD15, make up approximately 65% of his Class 8 business, while 13-liter engines such as the DD13, account for the remaining 35% of that segment. “The DD13s are targeted to more weight-sensitive applications and shorter BBC applications,” he says, “The DD15 has the advantage of longer maintenance intervals, a greater B50 design life, along with a resale value premium compared to smaller-displacement engines. The majority of our truckload customers prefer 15-liter engines. Regional and vocational applications often prefer 13-liter.” Navistar’s heavy duty product segment
In Gear
The differences between 11 and 13 All the producers of 11-liter engines claim there’s a slight improvement in fuel efficiency with the smaller engines, owing mostly to friction reductions with the physically smaller moving parts, and some improvement in air and fluid handling. “It’s a pretty small difference,” says Paccar vice president and Peterbilt chief engineer Landon Sproull. “We see up to a 2% difference in fuel consumption between the 13- and 11-liter engines. Most of that comes from reduced friction from the relatively smaller moving parts – the pistons, the crank bearings, the generally lighter physical mass.” Volvo’s Moore also claims combustion is more efficient in the smaller engine. “Smaller displacement engines will create more load in the cylinder for the same output than a comparable bigger block engine will,” he says. “The more a cylinder is loaded [pressure], the more efficient it is. There are also reductions in internal pumping losses.”
HOW 2018 ENGINES SHAPE UP
PACCAR
MACK
INTERNATIONAL
DETROIT
CUMMINS
11 Liter
VOLVO
marketing director, Jim Nachtman, told Today’s Trucking that the vast majority of his LT-model on-highway tractors sold in the U.S. are shipped with 450-horsepower engines. “The sweet-spot rating seems to be 450-horsepower for our on-highway customer,” he says. “That gives them the power and performance they are looking for.” Since none of the current 11-liter offerings quite get to 450 horsepower, that would seem to leave them standing at the door, but Volvo Trucks powertrain marketing manager John Moore begs to differ. “Our typical on-highway customer is still buying the D13, but we are making inroads with the D11,” he says. “It’s easier to convince a weight-sensitive customer that the D11 is a good engine on the highway, but we’re selling more of them now to truckload carriers that don’t historically run heavy, say 65,000 to 70,000 pounds gross weight.” At 425/1,550, it can certainly do the job. In fact, Moore says the D11 is good for gross weights up to 110,000 pounds, and up to 125,000 pounds with engineering approval.
N/A
N/A
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13 Litre
15 Litre
X12 (available spring 2018) • 11.8 L, 930 kg • 325-500 hp • 1,350-1,700 lb-ft
• 14.8 L, 1,340 kg • 400-605 hp • 1,450-2,050 lb-ft
X15
DD13
DD15
• 12.8 L, 1,128 kg • 350-505 hp • 1,250-1,850 lb-ft
• 14.8 L, 1,233 kg • 400-505 hp • 1,550-1,750 lb-ft
A26
N/A
• 12.4 L, 1,042 kg • 370-475 hp • 1,350-1,700 lb-ft
MP7
MP8
• 10.8 L, 1,001 kg • 325-425 hp • 1,260-1,560 lb-ft
• 12.8 L, 1,177 kg • 415-505 hp • 1,460-1,860 lb-ft
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MX-11
MX-13
• 10.8 L, 1,000 kg • 335-430 hp • 1,150-1,650 lb-ft
• 12.9 L, 1,180 kg • 405-510 hp • 1,450-1,850 lb-ft
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D11
D13
• 10.8 L, 1,025 kg • 325-425 hp • 1,250-1,550 lb-ft
• 12.8 L 1,182 kg • 375-500 hp • 1,450-1,750 lb-ft
The transmission sees no difference between the two – 400 horsepower is 400 horsepower regardless of the engine size. It’s the same with torque. What the rest of the truck does with that torque and horsepower can also make a difference. Take downspeeding, for example. “In comparing 13-liter and 15-liter engines, size does not in itself dictate efficiency,” says Daniels. “This is why our downspeeding approach is so important when it comes to operating at peak efficiency. As we have seen in the market since the introduction of Automated Manual Transmissions, we are moving engines down in speed to where they are most efficient.” There are opportunities for downspeeding in Canada, especially with lighter loads, but heavier loads require addi-
N/A
tional horsepower. That pushes the sweetspot engine cruising speed higher and out of the range most would call “downsped”. Cruising at 1,400 rpm, for example, rather than 1,600 (where terrain allows), is still a couple of hundred fewer rpms than we once needed to maintain 100 kilometers per hour with a tridem load. “The amount of fuel it takes to move a specific vehicle over a given route will be determined by the engine’s efficiency, which is a matter of the engine design,” says Daniels. “Another factor will be the powertrain specification that allows the engine to operate at its best efficiency point.” The powertrain spec’ could be an on-highway downspeeding spec’ with really tall rear ends, or a city pickup and delivery spec’ where the rear ends are optimized for start/stop operation and FEBRUARY 2018
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In Gear climbing out of loading docks. Either way, fleets can get into trouble when trying to run the truck in something like a pickup and delivery operation during the day and a linehaul application at night.
Don’t spec’ for the 5% On the other hand, fleets with the breadth of equipment can spec’ engines
and powertrains optimized for certain applications, such as 11-litre engines for pickup and delivery, 13-liter engines for U.S. loads and tridem-weight linehaul service, or a 15-liter engine for the heavier hauls and mountainous terrain. “Where you can spec’ the truck for specific applications, you have the opportunity to really drill down to what works
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TODAY’S TRUCKING
FMCSA RTIFIED VDO CE NIC ELECTRO G LOGGIN DEVICE
the best,” says Moore. “Where you can get into trouble is expanding the range of the operation... That said, if you’re only going to spend about 5% of your time outside that design envelope, don’t worry.” There is always some overlap when it comes to determining the best engine for different applications and duty cycles. Weight, performance, and fuel economy all matter now, and customers certainly have a lot to choose from. While it would be easy to pigeonhole the 11-liter blocks to local or vocational work, they are quite capable in linehaul applications up to 80,000-pound Gross Vehicle Weights. “In addition to improved fuel efficiency strictly from the displacement, these smaller engines have lower reciprocating mass and reduced parasitic losses, which add to the efficiency gains,” says Scott Barraclough, Mack Trucks’ technology product manager. “Canada is unique with many applications with higher [Gross Combination Weights] than we see in the U.S. With that said, our MP7 – which is available with up to 425 horsepower – fits well in applications where that power level is sufficient, especially those which are weight-sensitive.” Some of the 13-liter engines are performing well in B-train service, and International told us of a customer in upstate New York that is hauling Long Combination Vehicles across the Thruway at 140,000-pound Gross Combination Weights with its new 12.4-litre A26 engine. As a final note, Canadian fleets may have to get used to using smaller engines if Canada’s version of Phase 2 Greenhouse Gas reduction regulations copy the U.S. version verbatim, as is currently expected. “Canada will see those regulations sometime in the spring, and the consumer base may have to change what they are buying,” says Sproull. “The currently proposed GEM [Greenhouse Gas Emissions Model] favors the 13-liter engine, and OEMs have to maintain a neutral credit balance. The 15-liter performance engines are really detrimental to that credit balance. I can see where OEMs will be promoting smaller engines for the benefits they will get from the GEM model.” TT
In Gear: X12
X12 Specifications Displacement: 11.8 liters Horsepower: 455 (1,400-1,900 rpm) Peak Torque: 1,700 lb-ft (1,000-1,400 rpm) Clutch Engagement Torque: 800 lb-ft Number of Cylinders: 6 Dry weight: 2,050 pounds
Fighting above its weight class Originally released in China as the ISG, the X12 has largely been re-engineered for North America. And it works like a charm. By Jim Park Cummins’ new X12 engine is slated to hit the street sometime early this year, probably shortly after its formal launch in February or March. The engine was introduced in August 2016 and I had a short drive with it then around the 11-kilometer track at the Transportation Research Center in East Liberty, Ohio. It wasn’t much of an opportunity to get to know the engine, but it whet my appetite. Cummins invited me to drive the new
X12 this past November on a longer realworld route, starting from the plant in Jamestown, New York, where the X12 is to be built. The X12’s 11.8-litre displacement puts it smack dab in the middle of the medium-bore market, but its published ratings put it squarely in 13-liter territory for torque and horsepower. Tipping the scales at just 2,050 pounds, it has the highest power-to-weight ratio of any
heavy-duty engine from 10 to 16 liters in size, but it’s actually lighter than any of the 11-liter blocks on the market (subject to interpretation on how “dry weight” is determined). The X12 was developed back in 2013 through a collaboration with China’s Beiqi Foton Motor Co. There, it was known as the ISG. The version of the engine we’ll see here in the next month or so has been almost completely re-engineered. Cummins tells me that close to 90% of the engine saw some re-engineering to ready it for North America. We’ll learn more about the engine when it’s formally introduced, but based on what we know about the ISG, the X12 has about half the number of parts found on other diesel engines. It uses a sculpted block design to deliver extra rigidity and less resonant noise. The block was engineered to remove as much metal as possible to reduce weight without sacrificing structural integrity. Several composite components such as the rocker cover and oil pan also help reduce overall weight. It features optimized intake and exhaust ports for easier breathing, and coolant and oil galleries were engineered for easier flow with less pumping effort. It uses the XPI high-pressure injection system and a Cummins-designed integrated engine brake that delivers up to 50% more engine braking horsepower than traditional engine brakes, the company says. I have also been told that the X12 will be available with Cummins’ full suite of electronic fuel efficiency and operational enhancements, such as ADEPT (SmartTorque2, SmartCoast, FEBRUARY 2018
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In Gear: X12 Predictive Cruise) Load-based Speed Control, and Connected Diagnostics. It will also use Cummins’ Single Module aftertreatment system. For this test drive in a van trailer grossing 61,100 pounds, I ran about 150 kilometers on a nice mix of interstate, and flat and hilly two-lane roads. I headed west on I-86 from the plant in Lakewood, New York, to North East, Pennsylvania, where I flipped back east on I-90. I got onto New York State Route 5 at Ripley, New York, headed east to Westfield, and then back south to the plant on State Route 394 and 430. It’s a great route to test an engine like this because it’s exactly the kind of terrain on which it will operate in real life. The engine was installed in a Freightliner Cascadia daycab with a manual transmission. I opted for the manual because it gave me a better feel
for what the engine could do, unaffected by an automated transmission with ideas of its own. It was a 10-speed Eaton manual with a 0.78:1 OD ratio, 3.58:1 rears, and 11R22.5 tires – a typical spec’ for a regional or pickup-and-delivery operation. This engine was rated at 455 hp/1,700 lb-ft. The power curves indicate peak torque extends from 1,000 rpm all the up to 1,400, while the peak horsepower of 455 is available from 1,400 to 1,900 rpm, which is a dream configuration. You have a 400-rpm range for peak torque, which gave me a 24-kilometer-per-hour range on the interstate in top gear where I was cruising at peak torque, from 80 to 105 kilometers per hour. At 105 I was running 1,400 rpm. I was down to 1,000 at 80 kilometers per hour, which is a bit low for a hilly road, but OK on flat ground. At 90 kilometers per hour, the engine was
We tested our X12 in a Cascadia daycab on interstate and two-lane highways in Western New York, near Cummins’ Jamestown plant.
The unpainted parts remind us that this is a pre-production, but production-ready, engine.
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rolling along happily at 1,200 rpm, which gave me a 200-rpm margin before I’d have to think about downshifting. I can’t say how an automated manual would have handled it, but my inclination is to run the engine down as low as possible before downshifting, without trapping myself at too low an engine speed. I suspect an Eaton automated would have opted for higher shift points, and might have spent more time in 9th gear on the two-lane sections than I did. I did cruise along in 9th for a while on a hilly section of State Route 394 and was quite pleased with the very spry performance of the engine between 1,500 and 1,700 rpm. The 9th gear gave me a road speed from 70 to 105 kilometers per hour at a useable engine speed, so I could have happily left it in that gear the whole time I was in the hills. The engine responds very nicely to low-rpm operation in the bottom five gears, when I usually shift between 800 and 1,000 rpm. Startability is great with that gear combination. In the higher gears, shifts were comfortably made at 1,200 to 1,400 rpm. The engine brake was fantastic for such a small-displacement engine, and when the revs get up to 2,100 or so, you can really feel it digging in. With today’s low-rpm operation, it’s easy to forget about the top 500 rpm in the engine range, but that’s where the engine brake works best. On a less technical level, I found the engine to be very quiet, and it has a very pleasant low growling sound. It won’t bother anybody. Because the engine is so light, I’m sure it will be a hit in weight-sensitive applications. The variety of ratings is astounding; they go up in roughly 25-rpm increments from 325 to 500. The 475 and 500 hp ratings are for vocational only; on-highway goes as high as 455. Torque ratings run from 1,350 to 1,700, and there are several multi-torque ratings in there as well – 1,550/1700 and 1,450/1,650. I think the X12 is exactly the right engine for the emerging regional haul market, and Cummins has nailed the performance curves. There’s nothing missing on this engine except a few hundred surplus pounds of engine block. TT
PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS
For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com
High-output alternator Navistar names Prestolite standard Prestolite Electric high-output alternators are now standard on Navistar medium- and heavy-duty vehicles. Leece-Neville IdlePro and IdlePro Extreme heavyduty alternators will be standard on International HX severe-duty trucks. Prestolite Electric’s Leece-Neville products also continue to be standard on International LT Series, RH Series, and Durastar vehicles. HX severe-duty vehicles will be fitted with IdlePro 160-amp alternators, with the option of IdlePro 210-amp and 240-amp variants, as well as the IdlePro Extreme 325-amp alternator. IdlePro and IdlePro Extreme alternators offer features including Prestolite’s Isolated Ground Technology, which the company says can protect against electrolytic damage by reducing stray voltage on the engine block. www.IdleProExtreme.com
DANA SPICER AXLES T270 AND T370 GET NEW AXLE OPTIONS
Kenworth T270 and T370 trucks are now available with Dana Spicer S140 single-reduction, single-drive axles, with Gross Axle Weight Ratings of 16,000 to 21,000 pounds. According to Dana, the four S140 axles feature ratio coverage from 3.31 to 6.50, supporting performance across a variety of vocations. High-capacity and bearing systems are used to support durability in the face of higher horsepowers and torques. Standard R Series spindles offer easier fits. The new S140 axle also features GenTech gearing to reduce noise levels by up to 12 decibels compared to
standard gear designs, and provides a smoother vehicle ride, the company says. The S140 axles are also 85 pounds lighter than Dana P20060S axles. www.dana.com
SCREW GUN/DRILL SNAP-ON RELEASES TWO-IN-ONE TOOL
Struggling with fasteners under the dash, removing door panels, or need a tool to drill out stripped fasteners? Snap-on Tool has unveiled a twoin-one screw gun/drill that offers up to 150 in-lb of torque and a nine-position clutch. Other features of the CDRR761 include a cushion grip handle, paddle-style trigger, and easily accessed forward and reverse buttons.
It’s all powered by 14.4-volt batteries and weighs in at 3.1 pounds. The tool will drill at 450 rpm when higher torque is required, and reach 1,550 rpm for drilling steel. www.snapon.com FEBRUARY 2018
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Product Watch
Talbert Manufacturing 60/65SA
TRAILER FOR TRI/TANDEM JEEPS TALBERT TRAILER FEATURES 60-TON RATING
Talbert Manufacturing’s 60/65SA trailer is designed to accommodate tri-axle and tandem-axle jeeps. The trailer features 2+2, 3+1 and 4-axle close-coupled configurations. The trailer offers a 60-ton rating with a 13.5-foot, two-point rigid load base as a 2+2 or 3+1 configuration. It can also be configured with four close-coupled axles without a gooseneck extension, boosting the capacity to 65 tons with the trailer’s 13.5-inch, two-point rigid load base. Other features include an optional 70-inch flip-up gooseneck extension that offers a 190-inch swing radius, while removable kingpin stations allow for 120and 108-inch swing radiuses. Customers can also choose an optional hydraulic linkage, eliminating the need to manually flip the gooseneck extension. The trailer comes standard with a 30-foot-by-8.5-foot deck, although other deck lengths, types, and widths are
available. It also has a mere 22-inch deck height, easing loading and unloading. The optional East Coast-style E2Nitro spreader uses hydraulic fluid and nitrogen to equalize axle pressures, effectively distributing weight across each axle group. Users can also hydraulically lock in axle loads regardless of terrain. The E2Nitro is actually standard with twospeed dual landing gear to optimize stability when disconnected from the trailer. www.talbertmfg.com
HELP’S ELD APP NOW AVAILABLE FOR IOS DEVICES
Help Inc.’s PrePass Electronic Logging Device (ELD) application is now available for iOS devices through Apple’s app store. Released in November, the ELD is also offered at a discount when bundled with other PrePass services. Users first establish a PrePass Fleet Manager account and order an OBD device that plugs into a truck’s diagnostic port. From there, they have access
to the ELD, Driver Vehicle Inspection Reports (DVIRs), central web-based reports, and a simple OBD wireless connection using Bluetooth. www.prepass.com
PEOPLENET ELD ANDROID USERS GET NEW ELECTRONIC LOG
PeopleNet is now offering an Electronic Logging Device (ELD) for Android operating systems. The eDriver Logs connect displays and data locally, ensuring that drivers can always access log information no matter what cell connections are like. With the user interface, drivers can monitor available hours and present logs to roadside inspectors, while safety managers can review logs, suggest edits, and enjoy insights into Hours of Service data across the fleet. www.peoplenetonline.com
YOU CAN’T GET THERE FROM HERE A little lighthouse that could
DO YOU KNOW WHERE THIS IS?
From sea to shining sea there are little lighthouses that have been guiding us home for more than 150 years, but perhaps none is more famous than the lighthouse at Peggy’s Point in Nova Scotia. While guesses came in placing this large lamp in coastal communities nationwide, some bright-eyed readers were able to shine a beacon on its Acadian location last month, and the first 10 correct guess will get a Today’s Trucking cap. Tell us where you’ll find this month’s site, once
again snapped by Marcia Redschlag, and we’ll send you one, too. January Answer:
Lighthouse at Peggy’s Point in Nova Scotia
YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5812 • Fax: 416-614-8861 Or email: elizabeth@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!
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National Advertisers CFMS 38 www.trucksummit.com Cummins 7 www.cumminsengines.com Detroit Diesel Engines 28-29 www.demanddetroit.com/Assurance East Manufacturing 36 www.EastMfg.com Eberspaecher 14 www.eberspaecher-na.com Freightliner 2-3 www.freightlinertrucks.com Hendrickson 10 www.hendrickson-intl.com HighwayStar of the Year 16-17 www.todaystrucking.com/hsoy
Hino 34 www.hinocanada.com Howes Lubricator 19 www.howeslube.com Isaac Instruments 39 www.isaac.ca Mack Trucks 55 www.macktrucks.com/NewAnthem Meritor 4 www.meritor14xhe.com Peterbilt back cover www.peterbilt.com Stoughton Trailers 18 www.stoughtontrailers.com/PureBlue Total Canada 22 www.total-canada.ca
Traction 35 www.traction.com Truck & Trailer 44 www.truckandtrailer.ca Truck World Show 32-33 www.truckworld.ca VDO RoadLog 48 www.shopvdo.com Volvo Trucks North America 8 www.volvotrucks.ca Wells Fargo 15 www.wellsfargo.ca/equipmentloans
COMPANIES IN THE NEWS A AB Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Android . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 B Beiqi Foton Motor . . . . . . . . . . . . . . . . . . . . . 49 BlackBerry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 BYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19, 45 C Canadian Broadcasting Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 CH Express. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 CPC Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Cross Country Trailers . . . . . . . . . . . . . . . . . . 19 Cummins . . . . . . . . . . . . . . . . . . . . . . . 11, 46, 49 D Daimler Truck Financial Canada . . . . . . . . 42 Daimler Trucks North America. . . . . . . . . . 20 Dana Spicer. . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Direct Right Cartage . . . . . . . . . . . . . . . . . . . 19 Driver iQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 E EBI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Emterra. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 F Federal Signal . . . . . . . . . . . . . . . . . . . . . . . . . 20 Fleetmatics Group . . . . . . . . . . . . . . . . . . . . . 40 Freight Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
G Geely Holdings . . . . . . . . . . . . . . . . . . . . . . . . 19 Gincor Trailer Werx . . . . . . . . . . . . . . . . . . . . 19 Gincor Truck and Trailer Werx . . . . . . . . . . 19 H Healthy Trucker . . . . . . . . . . . . . . . . . . . . . . . . 30 Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 I In Transit Personnel . . . . . . . . . . . . . . . . . . . . 15 J Jacobs Vehicle Systems . . . . . . . . . . . . . . . . 20 JD Smith and Sons . . . . . . . . . . . . . . . . . . . . . 12 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 51 Kriska Transport . . . . . . . . . . . . . . . . . . . . . . . 12 L Linuk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . 20, 46 Manitoulin Transport . . . . . . . . . . . . . . . . . . 19 Michelin North America . . . . . . . . . . . . . . . . 20 Microsoft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Mullen Group . . . . . . . . . . . . . . . . . . . . . . . . . . 24 N NAL Insurance . . . . . . . . . . . . . . . . . . . . . . . . . 30 Navistar . . . . . . . . . . . . . . . . . . . . 22, 24, 46, 51 Nikola Motor . . . . . . . . . . . . . . . . . . . . . . 15, 45 O Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Onfreight Logistics . . . . . . . . . . . . . . . . . . . . . 12
P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Penske Truck Leasing . . . . . . . . . . . . . . . . . . 42 PeopleNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Prestolite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 R RCAP Leasing . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Ritchie Bros . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Rolling Strong . . . . . . . . . . . . . . . . . . . . . . . . . 30 Ryder System . . . . . . . . . . . . . . . . . . . . . . . . . . 24 S Snap-on Tool . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Spireon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 T Talbert Manufacturing . . . . . . . . . . . . . . . . . 52 TBEI Lake Crystal . . . . . . . . . . . . . . . . . . . . . . . 20 Tesla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Titanium Transportation Group . . . . . . . . 20 Trailcon Leasing . . . . . . . . . . . . . . . . . . . . . . . 12 TransX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Trimble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 U UPS Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 V Vedder Transportation . . . . . . . . . . . . . . . . . 42 Verizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Volvo Trucks North America . . . . . 24, 35, 46 W Wabco Holdings . . . . . . . . . . . . . . . . . . . . . . . 15 Wells Fargo Finance Equipment . . . . . . . . 42 Westech Vac Systems . . . . . . . . . . . . . . . . . . 20 Western Star . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FEBRUARY 2018
53
Faces
Sgt. Kerry Schmidt
The Social Sergeant OPP Sgt. Kerry Schmidt shines his spotlight on highway collisions By Elizabeth Bate Sgt. Kerry Schmidt has become one of the most visible faces of the Ontario Provincial Police (OPP). The media relations officer for the Highway Safety Division logs near-daily reports on rushhour pileups in the Greater Toronto Area (GTA) through his social media feeds, receiving attention from as far away as the United Kingdom. There are also appearances on Discovery’s Heavy Rescue: 401 – a TV show now in its second season that features Toronto-area rescue workers as they respond to heavy-vehicle collisions. It wasn’t the career he had in mind. Schmidt joined the Highway Safety Division 18 years ago after poor eyesight disqualified him from becoming a pilot or air traffic controller. After 12 years of reconstructing highway accidents, and 3-1/2 years in his current role, the sergeant denies his celebrity cop status, even as he’s adjusting the lighting in his truck to be more camera-friendly during a media ride-along. Schmidt says his media-savvy ways are entirely self-taught.
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Although his frequent, sometimes incendiary, social media posts haven’t always been well-received by truckers. “It’s so much fun getting out and talking to people, and letting people know what’s going on and what we’re seeing,” he says. “When I started doing Periscopes [live video feeds on social media], I was getting so much obscenities and police haters out there all the time … you’ve got to have thick skin.” OPP statements about truck safety in the wake of recent collisions have thrust him further into the spotlight. Police have staged press conferences and enforcement blitzes in recent months to build awareness around the issue of distracted Commercial Motor Vehicle drivers. Heavy vehicle crashes make up only about 10% of all collisions on Ontario’s provincially patrolled roads – a fact which Schmidt readily acknowledges – but have been widely covered by the province’s media outlets. He says the blitzes are to build
industry awareness, but also to further train officers about truck inspections. Police often don’t know what to look for, or whether they can even ask for documents such as logbooks, Schedule 1 inspection reports, and fuel receipts, he says. “They don’t have the experience or the expertise to do those investigations.” Schmidt says he understands the frustration that comes from working on highways filled to capacity, and with a “just-in-time” mindset that can cause the stress and exhaustion which incites aggressive driving. He hopes the additional attention he’s bringing to the trucking industry through Heavy Rescue and his online posts will help drivers choose their habits more carefully. “Hopefully [I’m] providing some sort of strategies that people can learn from, and providing information to folks that will hopefully change someone’s behavior,” he says. “I think there’s value in getting those messages out.” Schmidt also finds personal value in speaking about the recurring horrors he sees in the aftermath of collisions. “I don’t know if I’ve been jaded or changed from seeing all this death and destruction all the time, and I’m sure I have, but I think [the] one thing that is actually therapeutic for me is being able to talk about it,” he says. “I have some very close friends that are on the service right now and they’re suffering from PTSD [Post-Traumatic Stress Disorder]… The fact that I now get to go out and talk about it actually is very soothing and therapeutic, and I think healing for me.” The multi-channel spreading of the highway safety message is more than a full-time job for Schmidt, who says his phone is constantly ringing. One of his predecessors – Cam Woolley – went on to become a reporter for CP24 television. “Reporter or personality?” Schmidt jokes. When asked if he has similar ambitions, Schmidt pauses. “I don’t feel called anywhere, like yeah, there’s money to be made, in all sorts of places, but I love what I do,” he says. “At this point, I look forward to tomorrow, and I look forward to next year, and I look forward to retirement, and I don’t look at anything beyond that. So this is where I am right now and I’m loving it.” TT
Stand up. Stand out. 6’11”
7’1”
That’s our Anthem. With more headroom than ever before, the new Mack Anthem ® lets even your biggest drivers stand up in the cockpit and walk right through to the sleeper. Drivers will notice the all-American styling and build quality, and so will your customers when the load gets delivered on time, every time. Test drive Anthem in virtual reality at MackTrucks.com/Anthem