Today's Trucking March 2018 by Annex Business Media

Parts is Parts? Hardly.

Driver-Centric

The state of the aftermarket PG. 12

In-depth with the LT PG. 56

The Business Magazine of Canadaâ€™s Trucking Industry

Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. Newcom Media Inc., 451 Attwell Dr., Toronto, ON, M9W 5C4.

REEL WHEELS

The top trucks in film

March 2018

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Contents

March 2018 | VOLUME 32, NO.3 7 9 11 29

Letters John G. Smith

Rolf Lockwood Mike McCarron

NEWS & NOTES

Dispatches 12 Parts is Parts? Hardly. The complete report from Heavy Duty Aftermarket Week

22 23 24 25 26 27 28 70

Heard on the Street Logbook Truck Sales

Pulse Survey Stat Pack Trending Truck of the Month Faces

In Gear 60 Lab Report Do you know what an oil analysis will tell you? By Jim Park

62 Grease on the Go Automatic greasing makes lubrication less of a chore

65 Power Play Nordresa wants to electrify middleweights By Steve Bouchard

Features 35 The Top 100 Our annual count of Canada’s biggest for-hire carriers. And the big get bigger.

49 Block by Block Blockchain promises to transform when you’re paid, track deliveries, and more

By John G. Smith

53 Reel Wheels By John Law

50 feature films with scene-stealing trucks

66 Product Watch

56 Driver-Centric

68 Guess the Location,

Plenty of upgrades in the International LT

By Jim Park

Win a Hat

For more visit www.todaystrucking.com MARCH 2018

Letters Why do we need ELDs? The Business Magazine of Canada’s Trucking Industry

PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805

Re: Tick Tock (February 2018)

SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 416/458-0103

I just read your column concerning ELDs, and that Canada is now going to implement this nationwide (maybe) in the spring of 2019. With the lack of technology in this country, I have to ask, why are Canadian trucking companies or owner-operators going to be forced to have these ELDs? This is a U.S. mandate. If said owner-operator or company does not drive in the U.S., he or she doesn’t really need such a device. A paper log is very much sufficient, no? I’ve never heard an explanation [to mandate the devices] that makes any sense to me. Are we not a sovereign country? Must we follow other countries just because our rulers say so? E-logs cannot help drivers deal with on-the-road problems. As an example, I was stuck on the highway for an hour or so between two cities due to an accident. Because of this lost time, I was forced to stop early at a truck stop that was small in size. I didn’t have the hours to drive another 20 miles to a bigger one. Because this was a small truck stop, it was full by the time I got there. So I was forced to park on the side road, with a chance of getting a ticket.

SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824

— Randy Williams By email

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: Steve Bouchard, John Law, Mike McCarron, Jim Park, Nicolas Trépanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818

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

Kenneth R. Wilson Award Winner

CH Express should be applauded Re: Time for Change (February 2018) That [CH Express’ decision to pay an hourly rate] is a good news story all around, and a baseline for others to follow and change the industry for the better. — Stephen D. James By Twitter

Ice roads aren’t an easy path NEWCOM MEDIA INC. 451 Attwell Dr., Toronto, ON M9W 5C4 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CHIEF FINANCIAL OFFICER Peter Fryters DIRECTOR OF CIRCULATION Pat Glionna

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: $50 plus applicable taxes; one-year subscription in U.S: $90 US; one-year subscription foreign: $120 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.

Member

Email: johng@newcom.ca

Re: Ice road facts and figures Drivers crying about speed limiters on highways, but feel they would do well on the ice roads. This math always made me smile, thinking of them somewhere up north, knowing they now have to drive back south, slowly, on that same ice. Not so cool as they thought! — Jim Witman By Facebook

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.

Don’t forget the Revenge Re: Reel Wheels Another good movie is Revenge on the Highway. Since this list, I’ve been watching a bunch of old trucking movies and remembering them from years ago! — Elijah Pitawanakwat By Twitter

Traffic laws becoming too strict Re: Potential silencing of CBs It would appear that insurance companies, trying to cut their losses, are being allowed to write traffic laws. Reduced speed limits and laws restricting CB radio use are just two examples. Before long, we will all be driving 30 kilometers per hour on freeways. Very disappointing! — Ross McKim By email

MARCH 2018

Editorial By John G. Smith

Mind the Paper Trail Track your endorsements and expiry dates, or face the consequences

evin James Hickson has built a career on delivering metal. It began with local deliveries and a pickup truck before a co-worker told him about the job opening for someone with a Class AZ licence. All it took was training at Algonquin College for an air brake endorsement, and a clean road test with the Ontario Ministry of Transportation (MTO). That was more than 25 years ago – but the career path which followed has come to a screeching halt because of some missing paperwork. Hickson’s manager at Russel Metals recently called him in to the office to explain that, when checking driver abstracts, it appeared the Class AMZ licence (including a motorcycle licence) had been downgraded. Three years ago. Not possible, Hickson replied. But they put the Ministry of Transportation on the speaker phone and the information was confirmed. “We were just awestruck,” he says. The issue all traces back to 2014, when he didn’t complete required medical paperwork. Something that he insists was a mere oversight. When the downgraded licence arrived, Hickson says he mistakenly believed it was just a replacement for the one that came before it. Each day, he just headed off to work and did his job. The veteran driver’s first response after hearing the news was simply to retake the related tests. He’s fully confident in being able to secure a passing grade. The problem is that he can’t. The 25-plus years of experience doesn’t matter. Since he hasn’t had his AZ for three years, Hickson is now required to take Ontario’s new mandatory entry-level training program. All 103.5 hours of it. As if he has never been behind the wheel. Hickson actually supports the idea of entry-level training, and sees it as a tool to reduce the threat of collisions among new drivers. But he says he knows what he’s doing. Not only that,

there would be the related expense of the training program. “It just seems so unfair,” he says. “I’m equivalent to a trainer or more.” The unionized shop has put him on a night shift for now, picking and loading material for someone else to drive. But that isn’t going to last forever. A few weeks, tops. “I am absolutely beside myself, trying to comprehend how this downgrade went unforeseen by myself, my place of employment – with regular abstract checks – and by an MTO agent during my application for a licence enhancement upgrade in May,” he says. “In the blink of an eye, I am potentially looking at losing everything. “I have attained a new medical and passed the upgraded [written] A test, and it has been submitted. I am absolutely at the mercy of MTO and government, which falls on deaf ears.” It serves as a cautionary tale for others throughout the trucking industry. Driver files can appear like cumbersome documents, but the careful tracking of the expiry dates for licences and endorsements is vital to ensure that renewals happen on schedule. It can mean the difference between an uninterrupted career path and unemployment. Trucks may roll on concrete, but an updated and accurate paper trail is what allows this to happen. Check the date on your licence to be safe. TT

“The career path which followed is about to come to a screeching halt.”

John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. MARCH 2018

NOR 23 HOURS OF DARKNESS NOR THE FAILED MISSIONS OF TRUCKERS’ PAST NOR ACTS OF GOD. . . SHALL STAY ME AND THESE CHAINED-UP WHEELS FROM REACHING THE FINAL OUTPOSTS OF THIS VAST FRONTIER. Lisa Kelly on History® Network’s Ice Road Truckers®

Delo® user since 2005

UNCOMMON JOBS REQUIRE UNCOMMON TOUGHNESS

Chevron Products are available from the following locations CHEVRON CANADA LIMITED 500-5th Ave. S.W. Calgary AB T2P 0L7 Toll Free: 1 (800) 822-5823 canada.deloperformance.com

CATALYS LUBRICANTS 7483 Progress Way Delta BC V4G 1E7 Toll Free: 1 (855) 946-4226 catalyslubricants.ca

NORTHERN METALIC SALES (GP) 9708-108 St. Grande Prairie AB T8V 4E2 Tel: (780) 539-9555 northernmetalic.com

HUSKY ENERGY CORPORATION 707-8th Ave. S.W. Calgary AB T2P 1H5 Tel: (403) 298-6709 huskyenergy.ca

UFA 4838 Richard Rd. S.W. Suite 700 Calgary AB T3E 6L1 Tel: (403) 570-4306 ufa.com

CHRIS PAGE & ASSOCIATES LTD 14435-124 Ave. Edmonton AB T5L 3B2 Tel: (780) 451-4373 chrispage.ca

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TRANSIT LUBRICANTS LTD 5 Hill St. Kitchener ON N2G 3X4 Tel: (519) 579-5330 transitpetroleum.com

R. P. OIL LTD 1111 Burns St. East Unit 3 Whitby ON L1N 6A6 Tel: (905) 666-2313 rpoil.com

MACEWEN PETROLEUM INC 18 Adelaide St. Maxville ON K0C 1T0 Toll Free: 1 (800) 267-7175 macewen.ca

CREVIER LUBRIFIANTS 2320, Rue de la Métropole Longueuil (QC) J4G 1E6 Tél : (450) 679-8866 crevier.ca

NORTH ATLANTIC REFINING LTD 29 Pippy Place St. John’s NL A1B 3X2 Tel: (709) 570-5624 northatlantic.ca

NEITHER RAIN, NOR SNOW

Lockwood By Rolf Lockwood

Hourly Pay’s the Way If there’s a good side to electronic logging devices, it’s that driver pay systems will change

here are two things converging in this sometimes tumultuous industry of ours: an apparent capacity crunch in many sectors and the difficult onset of electronic logging devices, which is only making the former worse. And will continue to do so, because an awful lot of drivers are mighty unhappy with ELDs. Establishment suits say they shouldn’t be, and so do many other drivers for that matter, but the fact remains that there’s a substantial contingent – undeniably substantial – of them who have walked away already, are threatening to walk, or will walk. Right out of the industry. Owner-operators and small fleets too. To denigrate them with angry, hateful, and insulting comments like we’ve seen from some of the biggest players is woefully wrong. Frankly, the vitriol on the pro-ELD side baffles me. As one of my anti-ELD small-fleet correspondents says, being labelled a law-breaker from the “underbelly of the industry” does not inspire good will or healthy debate. Truth is, there’s been no debate in this country, because the little guys don’t really have a voice and for the most part they’ve been summarily dismissed on the odd occasion when they’ve found a way to be heard. While it’s far too soon to conclude anything from the U.S. experience with ELDs after just a couple of months – and the Canadian rule won’t take effect until 2020 – it would seem obvious that a productivity loss will result. I’ve seen the figure 9% bandied about, and that essentially means an equivalent pay cut for drivers. But who knows? Only time will tell how fleets respond to the new reality. There have been early ELD adopters, of course, and I interviewed one such fellow, the regional safety and compliance chief at a major Alberta-based fleet, in the course of writing this column. It’s more than a little ironic that this chat occurred after midnight when I was well past my 14-hour limit, yet more lucid than I’d been all day. Demonstrating that I couldn’t possibly be a truck driver these days and live with the absurdly arbitrary hoursof-service regime we’re presently forced to endure. But I digress. So what did my compliance guy have to say about ELDs?

“I love ’em and my drivers love ’em,” he said enthusiastically. Why? In his case because he can whip out his iPad at any time, anywhere, to check on any driver he wants, instantly seeing detail on hours and more. Drivers are happy because they can’t work more hours than they’re legally allowed to work, and because the paperwork burden has disappeared. I hear the latter point all the time. I think it all makes for something of a watershed moment in North American trucking, truly. I’ve been saying for ages that we need to change the post-deregulation economic model on which this industry is based, and here’s our chance to change one major aspect of it: the way drivers are paid. As my colleague Steve Bouchard, editor of sister magazine Transport Routier, reported in our February edition, one Quebec fleet has responded to the ELD challenge by paying its longhaul drivers hourly. “The goal was to make sure the drivers did not pay the price of the new regulations,” says Marc-André Hubert, operations manager at CH Express in Jean-Sur-Richelieu, Que. “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,” says president Serge Hubert. I also learned recently that Trimac is alone amongst fuelhauling tanker fleets to pay drivers on an hourly basis. Bravo to both those fleets, I say. This is the way forward. TT

I think it all makes for something of a watershed moment in North American trucking, truly.

Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com. MARCH 2018

Parts is Parts? Hardly. Global competition, e-commerce continues to transform the aftermarket By John G. Smith Children of the 1980s might recall a Wendy’s commercial that mocked the quality of chicken sandwiches from competing fast food chains. “Parts is parts,” the cashier for a generic restaurant says with a shrug, suggesting different pieces can be fused together into some sort of processed Frankenchicken. There are clearly differences in parts, though. It’s a harsh reality known to anyone who buys truck and trailer components – especially if something fails and strands a driver at roadside, comes with a price that carves a deep gash into a line of credit, or is late to arrive. They’re the issues that weigh on every buyer as they try to pick between the OE-level components found on a new truck, premium alternatives, reman versions, and low-budget options. The one thing all these

TODAY’S TRUCKING

parts share in common is a rapidly changing business, and it’s affecting everything from pricing to how quickly parts are delivered. Responding to competition from low-pricing suppliers, companies behind premium

brands are increasingly rolling out value-priced offerings of their own. Meritor, for example, recently introduced the Mach lineup that it describes as good choices among good, better, and best products. Wabco was the latest, unveiling its ProVia brand of budget parts during Heavy Duty Aftermarket Week to help bridge the gap between “parts of questionable origin” and premium lines. “Everybody has a lower price in the market,” bemoaned Dayton Parts marketing vice-president Walt Sherbourne, referring to salespeople who automatically default to pricepoint rather

Business was being conducted behind every display at Heavy Duty Aftermarket Week in Las Vegas.

than truly meeting customer needs. “We’re driving the price of the parts to a level that there’s no profit in the business. “Our customers are not going to win. They’re going to be dissatisfied with the products.”

Big revenue There is clearly plenty at stake in the race for a share of the business. The aftermarket serving Canada’s Class 6-8 trucks and trailers was worth $4.2 billion in 2017, and is projected to climb to $4.4 billion this year, according to analysts at MacKay and Company. These are the parts that help to keep Canada’s 41,000 Class 6 trucks, 148,000 Class 7s, 344,000 Class 8s, and 543,000 trailers on the road. And the trucks ranging from seven to nine years old are in the “sweet spot” for aftermarket demand, typically requiring $8,000 a year in products outside of warranties, said John Blodgett, MacKay and Company’s vice-president of sales and marketing. “Everything looks fairly positive,” he added, referring to market conditions. “Obviously if the U.S. screws up NAFTA … that could potentially have a negative impact. Hopefully level heads will figure that out

Cooney’s Deal PG. 19

Disconnected PG. 20

Border Tension PG. 21

and we won’t have too much impact from that.” The nature of the parts that are required is changing in its own way. Look no further than the shift toward proprietary drivetrains in new trucks. Last year, proprietary engines were found in 80% of new Daimler models, 97% of Macks, and 93% of Volvos. Shares of proprietary Paccar power in new Kenworths and Peterbilts also continue to grow. Cummins is still the engine of choice for 80% of Internationals, but if that truck manufacturer’s emissions strategy had worked a decade ago, its share of proprietary power would be closer to 100%, said Stu MacKay, president emeritus for the company that bears his name. “Supplier relationships, the competitive positions, virtually all of that has changed,” he added. Aerodynamic enhancements have led to a lower demand for fenders and flat brackets, said Ken Griswold, the analysts’ director of market strategy and sales. The impact of technology doesn’t stop there, either. The growing adoption of collision mitigation systems, if they perform as promised, will

LOOKING FOR A COMMON LANGUAGE

Brockville, Ont., business is playing a leading role in a North American initiative that hopes to bring order to the chaos of describing truck parts. The Autocare Association’s HDDA Heavy Duty arm is working with suppliers to adopt common ways to describe the different components, leveraging the expertise of Canada’s Pricedex Software. The advantage is that distributors and their customers would more easily be able to compare one offering to the next. The goal is to find the best way to express the details for the person who ultimately throws away the box of parts, said Terence O’Reilly, Pricedex president. “We, as an industry, have to be able to utilize data more efficiently,” added Bill Hanvey, president and chief executive officer of the Autocare Association. “We have to be better businesspeople in order to be able to compete with the OEMs.” The task of developing product data standards is more challenging than it might appear at first glance. In terms of an air ride suspension, would a part be Bill Hanvey, president and chief executive officer of the Autocare known as an air bag or an air spring? When different Association. parts are measured, how should the numbers be expressed? Some companies also use the way they describe and measure parts as a way to differentiate themselves in the marketplace. Hanvey stresses that suppliers would still control who actually receives or sees their data. “It’s not this master database to allow people to have access,” he says. The shift could potentially save distributors hundreds of man hours currently spent sorting product data. And with a common language, it would be possible to easily integrate related information like Vehicle Maintenance Reporting Standards (VMRS). The initial push will zero in on 8,200 heavy duty components, covering about 85% of the parts sold. About 120 companies are already participating in the initiative, including some unnamed component suppliers based in Canada, said Jeffrey Marshall, director of business development at Pricedex. Other industries have found ways to do it. Look no further than the hardware business. Lowes doesn’t sell lengths of lumbers in meters while Home Depot uses inches and feet. The automotive sector itself has already defined the formats for 12,000 personal vehicle components. It’s just one of several initiatives being launched by HDDA as it looks to support the heavyduty aftermarket segment. The group has committed to expanding the heavy-duty content in its Autocare Fact Book, and increase lobbying efforts. — John G Smith

MARCH 2018

Dispatches lead to fewer collisions and a corresponding drop in replacement parts. Telematics and the Internet of Things, meanwhile, promise to determine exactly when parts are wearing or about to fail, affecting purchasing strategies along the way. Should electric vehicles become the norm, thousands of moving parts on a truck could eventually be replaced by fewer than 200. And emerging electric truck makers like Tesla, Thor, and Nikola are even exploring new distribution models, Griswold warned a crowd of aftermarket executives. “They may not follow our traditional channels.”

Going global There has also been a shift in countries of origin. “Eighty-five percent of our members are global or going global,” said Heavy Duty Manufacturing Association president Tim Kraus, offering his observations during a Heavy Duty Dialogue presen-

Stu MacKay (left) interviews Joe McAleese of Bendix, Denny Slagle of Volvo Group, and Jay Craig of Meritor.

tation. The association itself is forming new councils in India and China, and has rescheduled a 2018 briefing to align with the IAA show in Hanover, Germany. A focus on global manufacturing is about more than the race to shed costs. It also presents a chance to develop products around regional expertise. Meritor’s recently released 13X medium-duty axle, for example, was developed in India, is sold in North America, and will soon be launched in Brazil. “We look to different

regions to be centers of excellence for different product categories,” said Jay Craig, president and chief executive officer of Meritor. This becomes increasingly important in an era when the lives of product lines continue to shorten. There was a time when a high-volume axle would be on the market for 20 to 30 years, Craig explained. Now the period between redesigns is closer to five to seven years. Meritor is even including aftermarket engineers in its initial design

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TODAY’S TRUCKING

Dispatches work these days, looking to develop features that are tougher for competitors to reverse-engineer after something is released to the market.

e-commerce No matter what brand name is stamped on a box, the tools of e-commerce are reshaping the way transactions are conducted, and increasing the demand for quick parts deliveries. As recently as 2007, a part made using US $36 in labor and other direct costs translated to a final price of US $230 for an end user, Stu MacKay observed. “It costs far too much to take that product from point of manufacture through the various distribution channels.” The massive distributor WW Grainger, for example, used e-commerce to complete 30% of its sales in 2012. Last year about half of its business transactions were completed this way. The online shift has admittedly stripped away about four points of the company’s operating margin, MacKay said. But it’s allowed the business to shed 20% of its physical locations, bringing the total to 300 sites. When discussing e-commerce, it’s also impossible to ignore the long shadow cast by Amazon. “Amazon has changed some of our business – not because they have the product, but they have provided a conduit for a variety of suppliers,” MacKay explained. About ¾ of the products that it sells don’t even sit in its warehouses. Volvo filters, for example, can be ordered through Amazon from five dealers and four independent distributors. “What used to take weeks to get parts now comes in days,” said Griswold. Offshore competitors are not even constrained by the need for a bricks-andmortar presence. Direct online sales can be a particular fit for parts that are viewed as commodities. “By 2020 I think our business models are going to be very much different than they are today,” said Scott Gates, senior director and general manager at Ryder. But the electronic sales still require closer links to buyers, if distributors hope to be successful.

“You can’t allow your organization to lose the relationship. You can’t just become an e-commerce company,” he warned, stressing the importance of reaching out to parts buyers to ensure they’re satisfied with the technology being used. Bill Nolan, president of PBS Truck Parts, admits many of today’s indepen-

dent distributors will close because they continue to work on 30-year-old business models, but added there’s always a place for an innovative business. “E-commerce,” he said, “is the price of admission anymore.” Said MacKay: “The rate of change is increasing, and certainly the last chapter has not been written.” TT

MARCH 2018

$15,000 IN

CASH+PRIZES

We’re looking for one driver who embodies the term “professional”.

A driver with that certain outlook on life and the industry that sets them

apart from the rest. A driver who gives to the community, operates with

YEAR • 2018

OF THE

the highest regard for other road users, and who generally sits tall in

the saddle. In short, we’re looking for a driver with STAR quality to be the 2018 Highway Star of the Year. The Highway Star of the Year award is open to ALL drivers – company drivers and owner-operators alike. If you know someone worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the award during Truck World 2018 in Toronto, ON., on Saturday April 21, 2018.

WINNER WILL RECEIVE... $10,000 IN CASH

+ Tablet and a one-year OBAC membership + Special-edition leather jacket with winner’s name and Highway Star of the Year logo

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+ START! Save Nomination Form To Your Desktop. Open PDF in Adobe Acrobat Reader.

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$15,000 in Cash and Prizes! Plus a trip for two to Truck World in Toronto.

NOMlNATlON FORM Nominate yourself or a driver you know. It’s easy and free. Candidates can be owner-operators or company drivers. Simply fill out this form and submit it to our judges.

STEP 1: Who are you nominating? Name: Company Driver?

Current employer/contracted to: Candidate’s day-to-day supervisor: Or Owner-Operator?

todaystrucking.com/hsoy

Having a winning driver on your team pays huge dividends. There’s

free publicity. It’s a morale boost, a proud flag to fly, and just entering somebody’s name shows you care. The winning driver and his or her

carrier are often used as expert sources in subsequent magazine stories. Nominate as many drivers as you want.

AND A CHANCE FOR YOUR FLEET TO SHINE

HIGHWAY STAR OF THE YEAR

2011

Stephen McGibbon

Reg Delahunt

Hi-Way 9 Express Ltd., Drumheller, AB

Milltown Trucking, Oak Bay, NB

lndependence Transportation Lanark, ON

2006

2004

Brian Bertsch

Rosenau Transport, Calgary, AB

2008

2010

2012

Michael T. Rosenau

APPS Transport, Brampton, ON

2009

Highland Transport, Markham, ON

Guy Broderick

2007

Joanne MillenMackenzie

2013

2014

2015

2016

HALL of FAME

Cliff Lammeren

Bud Rush

Dale Hadland

Jean-François Foy

Terry Smith

René Robert

Praxair Edmonton, AB

Armstrong Moving/ United Van Lines Oakbank, MB

lnternational Freight Systems (IFS) Beachville, ON

Transport J.C. Germain Neuville, QC

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Classy Transport lnc. Libau, MB

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Haldex, Fras-le join for air discs

▼

News Briefs

Can we just live in harmony? Leaders of the Canadian Trucking Alliance (CTA) and provincial trucking associations have come together to identify 11 industry issues that could benefit from improved harmonization between different levels of government. Highlights of the submission include calls for harmonized electronic logging device (ELD) standards and hours of service regulations, a national truck parking strategy, progress on mandatory entry-level training, and mandatory drug and alcohol testing for truck operators. There were also calls for Canadian and U.S. carriers to be monitored equally by carrier profile systems, a review of safety ratings and audit systems, common baselines for wide-base tires, updated weights and dimensions for B-trains and tractors with large sleepers, speed limiter regulations, and steps to end emissions tampering. “This is a great opportunity for further collaboration between industry and government,” said Stephen Laskowski, president and Chief Executive Officer of the alliance.

Cooney, Teamsters sign 5-year deal

Ontario extends 60-foot trial

Cooney Transport and Cooney Bulk Sales have signed a five-year collective agreement with Teamsters Local 91 members. The agreement was secured over four votes on January 27 and 28, and “overwhelmingly” accepted by members, the union says. The offer increased mileage rates, hourly rates, and U.S. mileage rates, among other changes. Members also benefit from seven annual “weather/ traffic delay” days, during which they can declare an hourly day rather than accepting flat rates.

The Ontario Ministry of Transportation is extending a trial of 60-foot trailers beyond retail fleets. Permits are now based on Commercial Vehicle Operator Record (CVOR) rather than a trailer’s Vehicle Identification Number (VIN), the Ontario Trucking Association reports. But the permits – one for each semitrailer – will list all VINs. Participating carriers are each limited to eight 60-foot semitrailers overall, and just four in the first year. No more than 40 permits will be included in the trial, and three carriers are already operating 20 of them. About 3.2 million kilometers will be accumulated during the evaluation, and that target is expected to be reached by the end of this year.

Haldex is bringing its air disc brakes to North America with a “big bang,” says Walter Frankiewicz, president and senior vice-president, Haldex North America. The company announced during Heavy Duty Aftermarket Week that it is offering a full line of all-makes air disc brake pad repair kits through a partnership with Fras-le. Under the co-branding agreement, Haldex will market the products under the Midland brand and be responsible for sales, marketing, and distribution. Fras-le will be responsible for engineering and application expertise. There are about 1.5 million air disc brakes around the world, and the components are gaining ground in North America.

Volvo Trucks electrifying in ’18 Volvo Trucks says it will put the first of its electric trucks on the road in Europe in 2018, noting that new transportation solutions are needed to improve the quality of life in urban environments. “Our technology and know-how within electromobility are based on proven commercial solutions already in use on Volvo’s electric buses, and solutions that were introduced in Volvo’s hybrid trucks as far back as 2010. The vehicles themselves are only one part of what is needed for large-scale electrification to succeed,” said Jonas Odermalm, head of product strategy medium duty vehicles.

TruckPro service network expands TruckPro continues to expand its network of service centers, recently adding Premium Truck and Trailer of Kamloops, B.C., and Marshall Truck and Trailer Repair of Hamilton, Ont. TruckPro now counts more than 130 service centers overall, making it Canada’s largest network of heavy vehicle repair centers, the company says. MARCH 2018

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Disconnected Canada ‘ill-prepared’ for driverless vehicles, senate committee finds Canada is ill-prepared for the arrival of autonomous and connected vehicles – even though driverless cars are already

TODAY’S TRUCKING

a reality, Canada’s Senate Committee on Transport and Communications has concluded.

The committee responded with 16 recommendations to help prepare for the technology to come, calling for such things as a national strategy and cybersecurity measures to maintain public safety and confidence. “It is not a matter of if, but when more sophisticated automated and connected vehicles will arrive on Canadian roads,” concludes the related Driving Change report, which paints pictures of computer-controlled cars weaving in and out of traffic, and even the threat of terrorists taking control of vehicles from afar. And the committee notes that some experts believe self-driving transportation could take root in urban areas in as few as 10 to 15 years. That would come with pros and cons. “With human error now causing the vast majority [about 94%] of traffic collisions, there is no doubt that automated and connected vehicles will save lives,” the report says. “However, these technologies also raise a number of concerns in terms of job losses, privacy, cybersecurity, urban sprawl and infrastructure. In particular, these vehicles collect a vast amount of data and could be the target of hackers who want to use the vehicles for nefarious purposes.” Responding to the latter threat, the committee has called for “rigorous oversight” to protect personal information. While the technology is advancing quickly, there is a nod to widespread commercial applications not changing overnight, quoting Wendy Doyle, co-chairwoman of the Canadian Council of Motor Transport Administrator’s Automated Vehicles Working Group. “Because of the complex task of moving those large loads it will take technology a long time to replace all the requirements a driver is required to do,” she told the committee during a presentation. “I mentioned earlier a few of the cargo securement and maintenance requirements on commercial vehicles. If the lights go out or brake issues happen, the human gets under and fixes that. That would still be an expectation because we still want to ensure they are safe vehicles on our roads, whether or not they are highly automated. There’s still a place for commercial drivers.” TT

Dispatches

Border Tensions ‘The politics of NAFTA are terrible’: Ujczo The future of NAFTA was still uncertain as negotiators emerged from their latest round of meetings, this time in Montreal. Months into discussions, nobody even knows if U.S. President Donald Trump will decide to outright scrap the deal governing every load of cross-border freight. With about 10 million trucks crossing between Canada and the U.S. each year, there is plenty of business at stake. A recent survey by Export Development Canada even found that 26% of exporters would shift their business to the U.S. if the agreement was revoked. Trade between the U.S. and Canada tripled between 1986 and 2017, Canadian International Freight Forwarders Association executive director Ruth Snowden observed, during a Jan. 17 seminar hosted by the Fernandes Hearn law firm in Toronto. “If [NAFTA] goes, it could be very significant.” The Canadian Trucking Alliance was among groups discussing NAFTA with Transport Minister Marc Garneau at the same time the seminar was held, and the alliance has openly lobbied for changes to help address barriers like restrictions on repositioning foreign trailers. “Border fees is another big one,” added Lak Shoan, the Ontario Trucking Association’s director of policy and industry awareness, while sharing the stage with Snowden. Administrative Monetary Penalty System (AMPS) costs linked to problems with Advance Commercial Information (ACI) data are an example of those barriers to trade. But that wish list is part of a bestcase scenario. If NAFTA was actually scrapped, the costs of cross-border trucking could actually become “too prohibitive” to be viable, he said. Dan Ujczo, an international trade and customs lawyer with Dickinson Wright, expected the Montreal round of talks to focus on sticking points around rules of

origin, as the U.S. looks to require a larger share of domestic vehicle content. Then there’s the need for Trump to secure a political win to appease antiNAFTA supporters who helped to propel him into office. “The politics of trade, the politics of NAFTA, are terrible in the U.S.,” Ujczo said. “There aren’t enough votes in

Congress for a new NAFTA right now.” “The one consistency that’s been very quiet right now is the anti-NAFTA constituency,” he added. What would the voters of Michigan and Ohio say if Trump decides to extend the NAFTA discussions? They might decide to vote for Democrats who have anti-trade positions of their own. TT

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Heard Street on the

Eberspaecher has new leader in North America Oleg Riabtsev was named the head of North American operations for Eberspaecher NA as of Dec. 1. Riabtsev brings with him experience in the automotive sector, original equipment manufacturing, and the aftermarket. In this role he will report to Eberspacher’s head of business unit – special markets, based in Esslingen, Germany.

Daseke names new president

TFI losing CFO to retirement TFI International has announced that Gregory Rumble, its executive vice-president and chief financial officer, will retire in April 2019. Rumble has been chief financial officer and executive vice-president since 2015, and had spent 10 years as president of Contrans Group before that fleet was acquired by TFI. Alain Bédard, chairman, president and chief executive officer, said Rumble brought extensive experience to his role, and will be missed.

Chris Nash

Daseke chief financial officer Scott Wheeler has been named as the company’s president. He also remains chief financial officer and assumes the role from founder Don Daseke, who continues to serve as chief executive officer and chairman. Daseke said Wheeler has proven to be a great leader with the company, which has more than 5,200 tractors and 11,000 flatbed and specialized trailers. It recently established a Canadian presence by acquiring Manitoba-based Big Freight.

New transportation minister in Ontario In a mid-January cabinet shuffle, Ontario Premier Kathleen Wynne moved Minister Steven Del Duca from the transportation portfolio to economic development, and tapped Kathryn McGarry to replace him. McGarry, representing Cambridge, was previously the lead at the Ministry of Natural Resources.

Oss takes pricing role at Fastfrate John Oss has been named director of yield management at Consolidated Fastfrate, in a role that will make him responsible for pricing and assessing margin requirements. Originally from Quebec, Oss came to Toronto, when working with Cottrell Transport. His previous roles with Consolidated Fastfrate began in 1995, and have largely focused on the lessthan-truckload segment.

TODAY’S TRUCKING

Nash named AMTA president Chris Nash will be the incoming president of the Alberta Motor Transport Association (AMTA) when current president Lorraine Card retires March 5. Card says she’s confident she’s leaving the association in good hands with Nash, who brings more than 30 years’ experience in the transportation industry to the role. With a career beginning in 1987 with Byers Transport, Nash joined the AMTA board in 2016, and is also a board member with the Canadian Trucking Alliance. He has also owned and operated his own trucks, and maintains a Class 1 licence.

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TRUCK TRAINING SCHOOL ASSOCIATION OF ONTARIO Striving for Excellence in Training Conference Centre for Health and Safety Innovation Mississauga, Ont. www.ttsao.com

MARCH 1 WOMEN WITH DRIVE LEADERSHIP SUMMIT Toronto Airport Marriott Hotel Toronto, Ont. www.truckinghr.com

GREEN TRUCK SUMMIT Indiana Convention Center Indianapolis, Ind. www.ntea.com

6-9 THE WORK TRUCK SHOW Indiana Convention Center Indianapolis, Ind. www.ntea.com

11 - 13 IWLA’S CONVENTION AND EXPO Saddlebrook Resort Tampa Wesley Chapel, Fla. www.iwla.com

MID-AMERICA TRUCKING SHOW Kentucky Expo Center Louisville, Ky. www.truckingshow.com

TRUCKLOAD CARRIERS ASSOCIATION’S ANNUAL CONVENTION Gaylord Palms Resort and Convention Center Kissimmee, Fla. www.truckload.org

APRIL 6 MANITOBA TRUCKING ASSOCIATION’S ANNUAL GENERAL MEETING AND SPRING GALA DINNER RBC Convention Centre Winnipeg, Man. www.trucking.mb.ca

8 - 11 TRUCK RENTING AND LEASING ASSOCIATION’S ANNUAL MEETING Scottsdale Princess, Scottsdale, Ariz. www.trala.org

8 - 12 COMMERCIAL VEHICLE SAFETY ALLIANCE WORKSHOP Hilton Portland Downtown Portland, Ore. www.cvsa.org

10 - 12 SAE WORLD CONGRESS EXPERIENCE Cobo Center, Detroit, Mich. www.sae.org

12 BRITISH COLUMBIA TRUCKING ASSOCIATION’S SPRING DINNER Eaglequest at Coyote Creek Gold Club Langley, B.C. www.bctrucking.com MARCH 2018

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Truck sales close strong year North America’s Class 8 truck orders closed out 2017 on a three-year high, thanks largely to tighter capacity in the freight market south of the border, according to ACT Research. The analysts credit several factors for a fourth-quarter sales surge, including driving shortages, hurricanes, and the strongest holiday season since 2010. Freightliner dominated Class 8 sales in Canada for the year, with 8,070 out of 26,141 units sold overall, according to our figures from WardsAuto. For Class 7, International was the top seller, with 1,785 out of 4,728. Hino was the leader in Canada’s Class 6 sales, with 610 out of 1,360. In Class 5, Ford was the leader, representing 3,792 of the 7,405 sold overall in the weight class. In the U.S., Freightliner led Class 7 and 8 sales in 2017, while Ford held the top spot in Class 5 and 6.

Canada – December 2017 SALES CLASS 8

U.S. – December 2017

MARKET SHARES

SALES

Dec.

YTD

Dec. %

YTD %

CLASS 8

Freightliner Kenworth International Peterbilt Volvo Truck Western Star Mack Other Total CLASS 7

934 358 278 291 267 270 152 0 2,550 Dec.

8,070 4,184 3,910 3,010 2,760 2,481 1,726 0 26,141 YTD

36.6 14.0 10.9 11.4 10.5 10.6 6.0 0.0 100.0 Dec. %

30.9 16.0 15.0 11.5 10.6 9.5 6.6 0.0 100.0 YTD %

International Hino Freightliner Kenworth Peterbilt Ford Total CLASS 6

101 60 178 33 38 3 413 Dec.

1,785 995 904 509 431 104 4,728 YTD

24.5 14.5 43.1 8.0 9.2 0.7 100.0 Dec. %

Hino Freightliner International Ford Peterbilt Kenworth Isuzu GM Total CLASS 5

52 69 4 36 0 3 1 0 165 Dec.

610 307 285 91 47 14 6 0 1,360 YTD

Ford Hino Dodge/Ram Isuzu Freightliner International Mitsubishi Fuso GM Kenworth Peterbilt Total

253 122 63 41 51 2 5 0 0 1 538

3,792 1,478 1,184 843 59 27 18 0 3 1 7,405

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Dec.

YTD

Dec. %

YTD %

Freightliner Peterbilt Kenworth International Volvo Truck Mack Western Star Other Total CLASS 7

8,504 3,071 4,104 2,064 1,976 1,939 694 3 22,355 Dec.

72,168 30,474 29,336 21,895 17,098 16,013 5,137 131 192,252 YTD

38.0 13.7 18.4 9.2 8.8 8.7 3.1 0.0 100.0 Dec. %

37.5 15.9 15.3 11.4 8.9 8.3 2.7 0.0 100.0 YTD %

37.8 21.0 19.1 10.8 9.1 2.2 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,533 1,023 671 674 264 264 5,429 Dec.

29,256 17,396 6,075 4,807 2,089 1,998 61,621 YTD

46.7 18.8 12.4 12.4 4.9 4.9 100.0 Dec. %

47.5 28.2 9.9 7.8 3.4 3.2 100.0 YTD %

31.5 41.8 2.4 21.8 0.0 1.8 0.6 0.0 100.0 Dec. %

44.9 22.6 21.0 6.7 3.5 1.0 0.4 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,640 1,685 719 849 302 155 28 7 5,385 Dec.

20,857 19,104 13,232 7,040 2,591 361 262 7 63,454 YTD

30.5 31.3 13.4 15.8 5.6 2.9 0.5 0.0 100.0 Dec. %

32.9 30.1 20.9 11.1 4.1 0.6 0.4 0.0 100.0 YTD %

47.0 22.7 11.7 7.6 9.5 0.4 0.9 0.0 0.0 0.0 100.0

51.2 20.0 16.0 11.4 0.8 0.4 0.2 0.0 0.0 0.0 100.0

Ford Dodge/Ram Isuzu Freightliner Hino GM Mitsubishi Fuso International Kenworth Peterbilt Total

4,846 1,705 713 113 564 49 40 2 5 0 8,037

49,762 17,203 5,387 3,152 2,770 356 185 152 34 24 79,025

60.3 21.2 8.9 1.4 7.0 0.6 0.5 0.0 0.1 0.0 100.0

63.0 21.8 6.8 4.0 3.5 0.5 0.2 0.2 0.0 0.0 100.0

Source: WardsAuto

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Pu se Reader Survey Tell us your thoughts on ... Growth The economy is booming, truck capacity is tightening, and analysts are predicting a strong year for 2018. So, is this the right time for you to expand your business? In this month’s readers’ survey, we asked your thoughts on growth.

Do you have confidence in the economy in 2018?

Has your company’s business increased in the last 12 months?

Have you, or will you, add more trucks or trailers to your fleet this year?

2018

NO, it’s stayed YES

NO %

Not sure %

Have you, or will you, be hiring more employees this year?

YES

about the same

42 %

NO, it’s decreased

12 %

What are the factors that may prevent growth of your fleet? (Check all that apply)

YES

Not sure Not applicable % %

27 41 17 %

Is your business looking to merge with or acquire another business?

YES, we’re looking to 46% 38% 31% 13% 13% 10% 8% 5% 5%

YES

Not sure %

41 % 39 % 20

Lack of drivers Increased regulations Other Lack of available capital Lack of equipment Lack of new customers Lack of administration/ office staff Lack of dispatchers We’re at capacity and have nowhere to grow

Results are rounded to the nearest 1/10th percent.

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.

acquire someone

12 %

NO, we’re happy operating on our own

MAYBE, with

73 %

15 %

the right offer

Next month: Safety MARCH 2018

Dispatches

StatPack

36,166 LOADS OF BEER When it comes to the Super Bowl – as in other things – trucks bring the fun. According to the American Trucking Associations, U.S. fans consumed the equivalent of 100 truckloads of popcorn, 350 truckloads of potato chips, 668 truckloads of avocados, 1,562 truckloads of chicken wings, and 36,166 truckloads of beer on game day. No word on how many truckloads Canadian fans required.

33 MILLION FROZEN PIZZAS The first two phases of VersaCold’s new distribution center in Milton, Ont., has opened, covering 255,000 square feet and boasting 26,000 pallet positions and 43 loading doors. The coldest areas inside the Milton facility will store the ice cream, and about 2.7 million cubic feet of that will be shipped out every year – enough to fill 30 Olympic-sized swimming pools. A slightly warmer space will house the frozen pizzas, about 33 million of which will be shipped out in a year. Stretching end to end, those would stretch 1.5 times across Canada. As for the frozen meals? The facility can annually handle 51 million pounds of them, or the equivalent of about 70 loaded 747s.

65% AT FAULT Commercial motor vehicle drivers are considered at fault in about 65% of collisions in which they’re involved, according to the Ontario Provincial Police (OPP). Still, they represent a fraction of collisions overall. Last year, there were 62,000 collisions in the province, but about 7,000 involved commercial vehicles.

1 MILLION PETERBILTS Peterbilt has now built 1 million trucks, with a Model 567 Heritage model rolling off the assembly line at its manufacturing facility in Denton, Texas. The millionth truck will actually be awarded to one of 1,200 “SuperFans” who submitted entries during a search in Canada and the U.S. The keys will be handed over during the upcoming Mid-America Trucking Show in Louisville, Ky. The company that marks its trucks with a red oval has been producing vehicles since 1939, and opened its Denton plant in 1980 with the production of the Model 359.

TODAY’S TRUCKING

8,000 TRUCKS PRE-ORDERED Nikola Motor has orders for more than 8,000 of its planned hydrogen-electric semis, and now it has a place to build them. The company announced that it will open a 1-million-square-foot manufacturing operation in Buckeye, Ariz. “Arizona has the workforce to support our growth and a governor that was an entrepreneur himself. They understood what 2,000 jobs would mean to their cities and state,” said Trevor Milton, chief executive officer and founder.

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Trendingg on

.com

Build your Anthem brick by brick One of the hottest Lego sets of the new year has apparently come in the form of a Mack Anthem. A 10x32-inch version of the latest Mack, complete with iconic bulldog hood ornament, was designed in close consultation with the team behind the real-world truck. A key difference – aside from things like plastic construction and an obviously lower gross vehicle weight – is that this one can be rebuilt as a Mack LR front loader refuse vehicle. “This is the first time the launch of a Lego Technic set has coincided with the launch of the actual product to market,” said John Walsh, vice-president of marketing, Mack Trucks. At 2,595 pieces, complete with a detachable trailer, the model truck is the fifth-largest set made for the Technic line. Technic sets are among the most detailed models from Lego, known for its interconnecting bricks. “The Mack product design team had fun working with the Lego Group and their team, but we took this as seriously as we would any other project,” said Lukas Yates, Mack chief designer – exterior.

@todaystrucking Your go-to social media source

Realistic features on the build-it-yourself model include authentically designed bodywork, front-axle steering, rear wheel drive, six-cylinder straight engine with moving pistons, and spinning radiator fan. The pistons even move in the correct firing sequence for a Mack MP engine, the company says. The detachable trailer has extendable outriggers, landing legs, synchronized crane arms, and a container with lockable doors. Other details include a driver’s cab with opening doors, adjustable seats, steering wheel, dashboard, sun visors, a bunk bed, adjustable wing mirrors, and access to the fuel tanks. The model is priced at $230.

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.

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John McCarthy @rednex50

Michael Anderson @MikeOnMachines When it comes to cameo appearances in movies, nothing quite matches the aggressive tractor-trailer for drama and excitement. From the @todaystrucking site, the top 50 flicks with scene-stealing trucks: bit.ly/2DXG9Lj

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I have driven, DT12, Ultrashift, I-shift, 10 spd, 13 spd Eaton, 18 Spd Eaton. I only trust what “I” put into each & every gear. I Control my truck. I’m the driver. Give me 3 peddles and a stick in the middle any day of the week and twice on Sunday. Eaton Fuller 13/18 all the way.

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TodaysTrucking1 OF THE YEAR • 2018

MARCH 2018

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THE SPEC’S ENGINE: 2.2-litre Mercedes straight six, 6-cylinder, 110 horsepower FUEL TANK: 80-liter TIRES: 37” Continental

Truck of the Month

55 Years Young George Cobham Jr, vice-president of sales and marketing at Glasvan Trailers in Mississauga, Ont., who is passionate about trucks and spends every day around big rigs at work, found a unique solution to a very specific problem. “It’s not really feasible to drive a Kenworth to work,” he says. About 10 years ago Cobham found his 1963 Mercedes Unimog for sale from Nova Scotia and bought it sight unseen. The online purchase needed a fuel pump and a new exhaust when it arrived in Ontario, but otherwise was in perfect condition. “It’s a tank.” While Cobham doesn’t use the truck as a daily driver, he does drive it weekly year-round, despite the fact that it doesn’t have heat. “You need a warm cup of coffee when you’re driving it and sometimes a blanket.” Despite a high ground clearance that would make the truck ideal for driving on rougher roads, Cobham never takes it off-roading. Instead the truck sports a transponder for Highway 407, and makes the drive from his home in Burlington to the shop in Mississauga. While on the highway Cobham needs to stay in the slow lane. The Unimog has a 2.2-liter, six-cylinder, 110-horsepower engine that can reach a maximum speed of 90 kilometers per hour. Cobham says he’s driven more than 10,000 kilometers comfortably with the pedal to the floor, but the truck is happiest

when it’s operating at 60-70 kilometers per hour in the city. “I’d describe it as driving a 30-to-40-year-old tractor or a modern skid-steer. Everything is made of steel, it’s all cold.” Some might be surprised that the older military vehicle takes premium gasoline instead of diesel, but that’s what the 80-liter tank gobbles up at the rate of four miles per gallon (about 59 liters per 100 kilometers). The age and original purpose of the truck means it sports quite a few unique features. The abrupt end to the snub-nosed cab means the engine block protrudes into the cab, with a steel box covering it as it sits on the right side of the driver. A soft top turns the truck into a convertible for driving in nice summer weather. When the truck isn’t going to work, Cobham uses the cargo area of the truck to make trips to the dump or do other chores, as well as sometimes making parts deliveries to customers. Although it’s fun to drive, Cobham laughingly says he suspects his passengers are happy to get out of it when the trip is over. Even though he gets offers for the truck every week, Cobham plans to keep it in the family for years to come. “I’m going to teach my son to drive it, and hopefully my daughters as well.” At ages eight, 10, and 12, it’ll be a few years before they get behind the wheel, but Cobham says it’s important to him they learn to drive standard, and the Unimog is certainly that. 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

TODAY’S TRUCKING

Open Mike

Factors in the M&A Equation By Mike McCarron

n the one hand, things were statusquo in the Canadian trucking mergers-andacquisition space last year. Big carriers continued their sprint to scale, looking for plug-and-play tuck-ins that add customers, drivers, and coverage. When the carriers found them, they struck quickly. One major deal last fall was done from start to finish in less than a month. On the other hand, several outside factors crept into the M&A equation last year, and they’re now having a lasting impact on activity. Buyers are still on the prowl, but they’re more selective, especially in the small and mid-market sectors. They have good reason. Here are some of the factors that will influence trucking mergers and acquisitions in the next 12 months:

ELD mayhem No business book on the planet could have prepared you for the mayhem brought by mandated electronic logging devices in the U.S. Thousands of trucks seemed to vanish from longhaul lanes on Dec. 18. In late January, DAT Solutions, the U.S.-based load board, reported load-totruck ratios greater than 10:1 in the van market, meaning 10 available loads for every truck that was posted. Truckers on both sides of the border were scrambling to deal with unhappy customers and threats of mutiny from drivers.

Many who had planned to grow through acquisitions are holding off until the market gets more predictable. They have enough headaches of their own, and aren’t prepared to write a cheque to buy more.

Trump turmoil The noise coming from blabbermouth Donald Trump about killing NAFTA sent many buyers and sellers to the sidelines last year. The thought of entire shipping sectors being wiped out by the U.S. president’s protectionist bent was just too risky. In fact, we saw multiple offers pulled off the table because of the fear of the unknown. Not much has changed. The Canadian auto industry, and carriers that service the sector, are particularly vulnerable, and the possibility of higher tariffs could impact other manufacturing industries like cleaning products, electronics, and appliances. Carriers with a high concentration of freight in these areas are waiting with bated breath to see what comes out of the floundering NAFTA negotiations.

Real estate values The value of dirt is a major ingredient in the trucking M&A recipe. Carriers who own their properties often have more wealth tied up in land than trucking. Selling their fleet means a double windfall. On the other side of the spectrum are the carriers who lease their properties. Landlords are demanding (and getting) longer leases than ever. Consider the 57-year-old owner who wants to retire in three years but has a landlord pushing a 10-year lease. With the demand for commercial real estate at an all-time high, I expect many truckers’ decision to sell will be motivated more by real estate than transportation, and many are having to make it a lot earlier than they had originally planned.

Soft on brokers Last year at this time carriers were bullish on acquiring freight brokers. In the short term, electronic logging devices have changed all that.

Carriers already have more freight than they can handle, and now they’re getting calls directly from customers like never before, cutting brokers out of the middle. Carriers are nervous about the sustainably of the broker business model in this new reality. Instead of looking for deals, I expect carriers to wait until after the dust settles to see which brokers are left standing. Three things about the M&A market haven’t changed from last year. There’s no shortage of aging truckers looking to cash out. They all want to know what their company is worth, and my answer is always the same – it’s worth what someone will pay for it. 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.

MARCH 2018

Imperial Oil Talks Trends Around the New Oils and What’s Next Over a year after the introduction of the new CK-4 and FA-4 engine oils, Dave Stewart, Automotive Products Technical Advisor Lead at Imperial Oil, discusses what ﬂeets in the industry have done to make the most of the new oils, and where he sees the industry headed in both the short and long term.

What trends have you noticed as fleets and owner operators make the switch to the new oils? Are they excited about it?

DS: Absolutely. For most fleets, the switch from CJ-4 oils to the new CK-4/FA-4 oils has been easy. The CK-4 oils – which most fleets are using – are backwards compatible with the predecessor CJ-4 oils, and also provide increased performance benefits, such as enhanced viscosity control, oxidation stability and wear protection. However, we’re seeing that fleets with newer vehicle models are increasingly recognizing the value of converting to the new FA-4 oils, which also deliver improved fuel economy potential. The fleets that have already made the switch to these oils are enjoying the full set of benefits these oils have to offer. Given the age of many of the fleets in North America, it was not surprising that many had moved from CJ-4 oils to CK-4 oils, since the FA-4 oil formulations are only meant for vehicles model year 2016 or newer. In upgrading to CK-4, fleets have been able to further optimize / extend their drain intervals based on the performance improvements made with the CK-4 Mobil Delvac products and by working with their local Imperial representatives.

What have fleets done best to make sure the adjustment is easy for them, and how have you helped?

DS: The most prepared fleets are those who have consulted with their lubricant supplier and maintenance partners. Many of these fleets have worked to take full advantage of the new oils’ ability to extend their oil drain intervals, with great results. They’ve kept their trucks on the road for longer periods of time, ultimately helping them meet their operational and business goals. One of the main ways we’ve been able to help fleets make this adjustment is through our Optimized Oil Drain Interval program, which is a four-step process that leverages used oil analysis to help identify the optimal preventative maintenance service schedule for that specific fleet. Our engineers work closely with the fleet’s maintenance team throughout this process to deliver the best results.

Are you finding any fleets that are having challenges with the adjustment?

DS: We’ve been working closely with fleets of all sizes to help manage this change and ensure they’re using the right lubricants for their needs. So far, the fleets using Mobil Delvac™ heavy-duty engine oils are doing really well, but we have heard that there are fleets that are not particularly sure what they are getting with the new oils. It was important to us that customers understood the impact to their business caused by this API category change. For example given the formulation change to the Mobil Delvac product line in moving from CJ-4 to CK-4, it was important that customers understood the impact to their used oil analysis results as well as how to manage product handling during this transition.

What does the future of trucking look like to you?

DS: First of all, I think it’s a very exciting time to be in this industry, as there’s an endless stream of new technology coming our way. We anticipate that OEMs will continue to introduce more efﬁcient truck designs, such as the Volvo SuperTruck concept vehicle that delivered an 88 percent increase in freight efﬁciency. We also see a lot of continued momentum behind autonomous vehicles. Engine technologies are also only going to continue to improve. When it comes to diesel engines, we see OEMs continuing to focus on introducing engines that deliver greater fuel economies and offer the potential to reduce emissions – in part to help keep pace with evolving emissions standards and regulations around the world. We believe that OEMs will also continue to incorporate aftermarket treatment devices to help meet these standards.

Want to know how new Mobil Delvac CK-4 and FA-4 oils will compare to the previous CJ-4 ones you used, visit mobildelvac.ca

* Based on a comparison of Volvo T-13 engine test results. † Based on comparisons of Cummins ISM and Mack T-12 engine test results. Consult owner’s manual before using an API FA-4 approved oil.

Seller’s Market er as well. Buying a fleet, complete with its personnel, offers an instant answer. “Not being able to find trucks is creating havoc for effectively getting freight moved,” she says. “It will be interesting to see what shippers are willing to pay, and the impact of the price of goods.” In the meantime, economic conditions favor those who are interested in buying. Even though interest rates rose at the beginning of the year, financing is still rel-

the implications of ELDs and fear that it may impact their bottom line,” she says. Campbell-Jones says she’s heard from fleets that would rather sell while the time is right. “The last couple of years have been good for both carriers and brokers alike. Their financials should have seen a significant uptick. If they were considering selling a few years ago, they may have delayed it because the purchase price may have been lower, based on multiples on earnings.” While ELDs become mandatory in the U.S., cannabis is becoming legal in Canada. That’s something Peter Stefanovich of Left Lane Associates says could also convince companies to sell. Those in safety-sensitive positions, like commercial vehicle drivers, aren’t going to be able to enjoy the recreational drug and still keep their jobs – even if it’s

atively cheap and easy to secure, making the trucking industry more accessible for those who wouldn’t otherwise consider it. This may not hold true in another 12 months, however, with the Bank of Canada considering raising rates to help cool a hot housing market. Despite all those interested in buying, regulatory pressures may be pushing others to leave. Campbell-Jones believes the new U.S. mandate for electronic logging devices (ELDs) caused some owner-operators and small fleets to prepare to sell. “Some carriers may be concerned about

prescribed by a doctor. For some drivers, especially younger ones, that may be the tipping point to switch careers. Likewise, a higher minimum wage in Ontario and other provinces may be just the regulation that convinces some fleet owners it’s time to let go of the reins. While drivers and management aren’t affected by an increase to the pay rate, those in back office, general labor, or parttime positions may see an uptick in salaries. The increased pressure that puts on profits may cause some owners to reconsider their position, selling to a company better able to absorb the impact. TT

As drivers retire and equipment is tougher to find, buying another fleet can be the best strategy for growth By Elizabeth Bate Brian Sayler has been tracking an increase in the number of small fleets entering the trucking industry, and it’s creating a challenge for businesses that are already established. If existing players expect to grow revenue in mature markets, they need to add new services – just like the services being provided by the new players, says the Canadian industry analyst at IBIS World. But some aging workforces are retiring as quickly, or quicker, than new hires can be introduced. Even additional equipment can be hard to come by. The answer, he says, increasingly involves finding ways to purchase companies that already serve a market niche. Last year’s sale of MacKinnon Transport in Guelph, Ont., offered an example of that. The family-run company was actually shopping for other fleets as a way to expand, but always found itself scrambling to renew an aging workforce as drivers retired. The ultimate solution was to sell the operation to the larger Contrans Group. Existing staff kept their jobs. Contrans picked up a new pool of skilled employees. Expect to see more deals like this, with analysts tracking an increase in North American merger activity in the last 12 to 18 months. Tim Denoyer, vice-president and senior analyst at ACT Research, says the biggest reason he sees for the increased activity is a tight driver market. While economic conditions continue to improve, Denoyer says 2017 saw barely any net growth in the driver pool. Karen Campbell-Jones, marketing director at TransCore Link Logistics, says carriers are also reporting trouble in any bid to secure new equipment. Both trailer and tractor orders were strong at the end of 2017, pushing backorder numbers high-

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>> It has become the definitive ranking of movers and mergers in Canada’s trucking industry. The Today’s Trucking Top 100 is the definitive ranking of for-hire fleet sizes in Canada, offering insights into those who are adding or retracting available capacity. Rankings are based on a sum of supplied truck, tractor, and trailer counts (shown at the bottom of each listing).

1 (1 – 2017 ranking)

THE

TFI International Saint-Laurent, Que. www.tfiintl.com Trucks: 863 Tractors: 8,639 Trailers: 25,451 O/Os: 9,647 Employees: 17,325 Rating sum: 34,953

TOP

STOCK

TFII

1OO

Alain Bedard

TFI International continues to dominate Canada’s for-hire trucking landscape, with the largest fleet in the land – but it’s less of a landlord than it once was. The company sold off four properties in 2017, netting $135.7 million for the balance sheet in the process. Two facilities in each of Montreal and Toronto were included in a sale and leaseback transaction with Pure Industrial Real Estate Trust, leading to a pre-tax gain of $70 million. Still, that represents less than 20% of the net book value of the fleet’s real estate portfolio. As for the business of running trucks, the operation expects to increase contract renewal rates this year, thanks to recent improvements in the U.S. truckload market. “In the package and courier segment, our focus on business mix and cost reduction yielded a slightly higher margin despite a volume decline. Our logistics activities generated positive revenue growth and stable margins,” said chairman and chief executive officer Alain Bedard, when releasing recent quarterly results. “While less-than-truckload (LTL) activities in Eastern Canada saw lower volumes from the U.S., we are proactively adapting supply to demand.”

A ranking of Canada’s top for-hire fleets

2 (3) Canadian National Transportation Brampton, Ont. www.cn.ca Trucks: 0 Tractors: 7,500 Trailers: 8,000 O/Os: 1,110 Employees: 103 Rating sum: 15,500

STOCK

CNR

JJ Ruest

Canadian National is reporting higher intermodal revenues, and it’s collaborating with none other than TFI International to further expand its domestic intermodal business. “Over the last five years, TFI International has grown its operating divisions’ presence in the domestic intermodal market, and its companies have a combined 100 years of collaboration with CN,” observed JJ Ruest, CN’s executive vice-president and chief marketing officer, when announcing the renewal of the relationship in 2017. A recent quarterly increase of 13% in CN’s intermodal revenue was largely attributed to growing container traffic through the ports of Prince Rupert and Vancouver.

3 (2) Mullen Group Okotoks, Alta. www.mullen-group.com Trucks: 1,463 Tractors: 3,094 STOCK Trailers: 8,391 MTL O/Os: 1,032 Employees: 4,149 Rating sum: 12,948

Murray Mullen

Mullen Group has approved a $40-million capital budget for 2018, with most of that to be used to replace trucks, trailers, and specialized equipment in the trucking and logistics segments. This is on top of funds available for acquisitions, which the company says it continues to pursue. Trucking and logistics is expected to account for 67% of Mullen revenue this year. “We believe that 2018 will be sequentially better than 2017,” noted chairman and chief executive officer Murray Mullen, when releasing the latest batch of quarterly results. Thank tighter U.S. trucking capacity because of a growing economy and mandated electronic logging devices. “Over the course of the last couple of years we have had our fair share of challenges. Business suffered as we adapted to the collapse in the oil and gas industry. Employees lost jobs, experienced reductions in their take home pay, and shareholders have lost value in their shares as well as a reduction in the dividend,” he said. “Today ... business fundamentals are strong, employment levels are back to pre-2015 levels, most employees are seeing a recovery in their total pay.” MARCH 2018

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Day & Ross Hartland, N.B. www.dayross.com Trucks: 609 Tractors: 1,788 Trailers: 5,528 O/Os: 1,847 Employees: 2,003 Rating sum: 7,925

Challenger Motor Freight Cambridge, Ont. www.challenger.com Trucks: 0 Tractors: 1,325 Trailers: 3,300 O/Os: 144 Employees: 1,850 Rating sum: 4,625

5 (7) Bison Transport Winnipeg, Man. www.bisontransport.com Trucks: 0 Tractors: 1,700 Trailers: 4,600 O/Os: 850 Employees: 2,250 Rating sum: 6,300

6 (4)

(NR) GFL Environmental Toronto, Ont. www.gflenv.com Trucks: 2,355 Tractors: 170 Trailers: 573 O/Os: 0 Employees: 4,056 Rating sum: 3,098

Canada Cartage Mississauga, Ont. www.canadacartage.com Trucks: 349 Tractors: 1,500 Trailers: 2,714 O/Os: 778 Employees: 3,056 Rating sum: 4,563

(15) Westcan Bulk Transport Edmonton, Alta. www.westcanbulk.ca Trucks: 68 Tractors: 767 Trailers: 2,125 O/Os: 176 Employees: 944 Rating sum: 2,960

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19 (18) Kriska Transportation Group Prescott, Ont. www.kriska.com Trucks: 0 Tractors: 580 Trailers: 1,651 O/Os: 219 Employees: 860 Rating sum: 2,231

20 (21) Rosedale Group Mississauga, Ont. www.rosedalegroup.com Trucks: 60 Tractors: 523 Trailers: 1,560 O/Os: 108 Employees: 905 Rating sum: 2,143

TransX Group of Companies Winnipeg, Man. www.ecb.com Trucks: 74 Tractors: 1,455 Trailers: 4,740 O/Os: 818 Employees: 2,268 Rating sum: 6,269

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Armour Transport Moncton, N.B. www.armour.ca Trucks: 150 Tractors: 900 Trailers: 3,300 O/Os: 25 Employees: 2,000 Rating sum: 4,350

Hyndman Transport Wroxeter, Ont. www.hyndman.ca Trucks: 0 Tractors: 538 STOCK Trailers: 2,350 CGI O/Os: 80 Employees: 725 Rating sum: 2,888

Gibson Energy Calgary, Alta. www.gibsons.com Trucks: 374 Tractors: 102 STOCK Trailers: 1,527 GEI O/Os: Employees: 789 Rating sum: 2,003

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Manitoulin Transport Gore Bay, Ont. www.manitoulintransport.com Trucks: 272 Tractors: 820 Trailers: 2,479 O/Os: 343 Employees: NA Rating sum: 3,571

Midland Transport Dieppe, N.B. www.midlandtransport.com Trucks: 233 Tractors: 853 Trailers: 1698 O/Os: 406 Employees: 1,432 Rating sum: 2,784

Purolator Mississauga, Ont. www.purolator.com Trucks: 182 Tractors: 463 Trailers: 1347 O/Os: 13 Employees: 12000 Rating sum: 1992

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Maritime-Ontario Freight Lines Brampton, Ont. www.m-o.com Trucks: 154 Tractors: 392 Trailers: 2,102 O/Os: 307 Employees: 634 Rating sum: 2,648

Siemens Transportation Group Saskatoon, Sask. www.siemenstransport.com Trucks: 74 Tractors: 520 Trailers: 1,356 O/Os: 105 Employees: 1,289 Rating sum: 1,950

Groupe Robert Boucherville, Que. www.robert.ca Trucks: 6 Tractors: 1,312 Trailers: 3,812 O/Os: 0 Employees: 3,620 Rating sum: 5,130

8 (6) Trimac Transportation Calgary, Alta. www.trimac.com Trucks: 7 Tractors: 1,077 Trailers: 3,845 O/Os: 884 Employees: 3,304 Rating sum: 4,929

13 (14) UPS Canada Mississauga, Ont. www.ups.ca Trucks: 2,735 Tractors: 173 Trailers: 353 O/Os: 0 Employees: 12,474 Rating sum: 3,261

STOCK

UPS

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Erb Group of Companies New Hamburg, Ont. www.erbgroup.com Trucks: 158 Tractors: 545 Trailers: 1,235 O/Os: 109 Employees: 1,330 Rating sum: 1,938

CAT/ Canadian American Trans. Coteau-du-Lac, Que. www.cat.ca Trucks: 0 Tractors: 350 Trailers: 1,350 O/Os: 45 Employees: 450 Rating sum: 1,700

Gibson Transport Alliston, Ont. www.warrengibson.com Trucks: 0 Tractors: 305 Trailers: 1,275 O/Os: 27 Employees: 470 Rating sum: 1,580

Groupe Morneau Saint-Arsene, Que. www.groupemorneau.com Trucks: 26 Tractors: 440 Trailers: 1,034 O/Os: 50 Employees: 1,250 Rating sum: 1,500

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25 (25) Rosenau Transport Edmonton, Alta. www.rosenau.org Trucks: 90 Tractors: 375 Trailers: 1,450 O/Os: 69 Employees: 700 Rating sum: 1,915

26 (26) International Truckload Services Belleville, Ont. www.itstruck.ca Trucks: 6 Tractors: 392 Trailers: 1,500 O/Os: 207 Employees: 625 Rating sum: 1,898

27 (45) Consolidated FastFrate Woodbridge, Ont. www.fastfrate.com Trucks: 16 Tractors: 287 Trailers: 1,534 O/Os: 683 Employees: 1,036 Rating sum: 1,837

28 (28) Titanium Transportation Group Woodbridge, Ont. www.ttgi.com Trucks: 4 Tractors: 450 STOCK Trailers: 1,300 TTR O/Os: 150 Employees: 400 Rating sum: 1,754

30 (36) SGT 2000 Saint-Germain, Que. www.sgt2000.ca Trucks: 0 Tractors: 306 Trailers: 1,355 O/Os: 12 Employees: 370 Rating sum: 1,661

31 (31) Sunbury Transport* St. John’s, Nfld. www.sunbury.ca Trucks: 0 Tractors: 600 Trailers: 1,020 O/Os: 310 Employees: 112 Rating sum: 1,620

32 (30) B&R Eckel’s Transport Bonnyville, Alta. www.breckels.com Trucks: 171 Tractors: 271 Trailers: 1,153 O/Os: 15 Employees: 410 Rating sum: 1,595

Arrow Transportation Systems Kamloops, B.C. www.arrow.ca Trucks: 94 Tractors: 405 Trailers: 1,056 O/Os: 245 Employees: 993 Rating sum: 1,555

VersaCold Logistics Services Vaughan, Ont. www.cpx.ca Trucks: 35 Tractors: 510 Trailers: 902 O/Os: 494 Employees: 98 Rating sum: 1,447

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Normandin Transit Napierville, Que. www.normandintransit.com Trucks: 1 Tractors: 362 Trailers: 1,070 O/Os: 30 Employees: 558 Rating sum: 1,433

FTI Dundas, Ont. www.loadfti.com Trucks: 0 Tractors: 350 Trailers: 1,200 O/Os: 320 Employees: 90 Rating sum: 1,550

37 (41) XTL Transport Etobicoke, Ont. www.xtl.com Trucks: 0 Tractors: 370 Trailers: 1,150 O/Os: 85 Employees: 615 Rating sum: 1,520

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Verspeeten Cartage Ingersoll, Ont. www.verspeeten.com Trucks: 0 Tractors: 324 Trailers: 1,266 O/Os: 233 Employees: 290 Rating sum: 1,590

Groupe Guilbault Ste-Foy, Que. www.groupeguilbault.com Trucks: 3 Tractors: 327 Trailers: 1,185 O/Os: 64 Employees: 985 Rating sum: 1,515

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42 (57) Western Canada Express Winnipeg, Man. westerncanadaexpress.com Trucks: 25 Tractors: 420 Trailers: 975 O/Os: 295 Employees: 260 Rating sum: 1,420

43 (37) Schneider National Carriers - Canadian Division Aberfoyle, Ont. www.schneider.com Trucks: 0 Tractors: 350 STOCK Trailers: 1,000 SNDR O/Os: 70 Employees: 300 Rating sum: 1,350 MARCH 2018

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Simard Transport Lachine, Que. www.simard.ca Trucks: 65 Tractors: 202 Trailers: 1,056 O/Os: 265 Employees: 979 Rating sum: 1,323

Penner International Steinbach, Man. www.penner.ca Trucks: 0 Tractors: 340 Trailers: 804 O/Os: 290 Employees: 98 Rating sum: 1,144

Cooney Group of Companies Belleville, Ont. www.cooney.ca Trucks: 0 Tractors: 240 Trailers: 740 O/Os: 25 Employees: 303 Rating sum: 980

Caron Transportation Systems Sherwood Park, Alta. www.carontransport.ca Trucks: 0 Tractors: 273 Trailers: 616 O/Os: 12 Employees: 399 Rating sum: 889

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Caravan Logistics Oakville, Ont. www.caravanlogistics.com Trucks: 2 Tractors: 401 Trailers: 834 O/Os: 161 Employees: 239 Rating sum: 1,237

BST Transportation Group Richmond, B.C. www.bsttransportation.ca Trucks: 35 Tractors: 325 Trailers: 775 O/Os: 225 Employees: 175 Rating sum: 1,135

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Groupe Boutin Plessisville, Que. www.boutinexpress.com Trucks: 14 Tractors: 277 Trailers: 685 O/Os: 5 Employees: 556 Rating sum: 976

Sokil Transportation Group Edmonton, Alta. www.sokil.com Trucks: 80 Tractors: 165 Trailers: 620 O/Os: 0 Employees: 280 Rating sum: 865

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Speedy Transport Brampton, Ont. www.speedy.ca Trucks: 117 Tractors: 209 Trailers: 750 O/Os: 315 Employees: 327 Rating sum: 1,076

Q-Line Trucking Saskatoon, Sask. www.qlinetrucking.com Trucks: 35 Tractors: 186 Trailers: 753 O/Os: 189 Employees: 334 Rating sum: 974

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KTL Transport Richmond, B.C. www.euroasiainc.com Trucks: 0 Tractors: 125 Trailers: 1,100 O/Os: 120 Employees: 350 Rating sum: 1,225

Andy Transport Salaberry-de-Valleyfield, Que. www.andytransport.com Trucks: 0 Tractors: 325 Trailers: 730 O/Os: 86 Employees: 410 Rating sum: 1,055

AYR Motor Express Woodstock, N.B. www.ayrmotor.com Trucks: 0 Tractors: 200 Trailers: 760 O/Os: 63 Employees: 460 Rating sum: 960

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H&R Transport Calgary, Alta. www.hrtrans.com Trucks: 365 Tractors: 365 Trailers: 420 O/Os: 120 Employees: 400 Rating sum: 1,150

DCT Chambers Trucking Vernon, B.C. www.dctchambers.com Trucks: 37 Tractors: 325 Trailers: 625 O/Os: 58 Employees: 219 Rating sum: 987

Wilsonâ€™s Truck Lines Etobicoke, Ont. www.wilsonstrucklines.com Trucks: 1 Tractors: 215 Trailers: 700 O/Os: 150 Employees: 296 Rating sum: 916

Groupe Transport St-Michel St-Michel, Que. www.transportmichel.com Trucks: 9 Tractors: 283 Trailers: 940 O/Os: 57 Employees: 383 Rating sum: 1,232

61 (66) Kim-Tam Canada Woodstock, Ont. www.kimtamtrucking.com Trucks: 4 Tractors: 550 Trailers: 300 O/Os: 120 Employees: 200 Rating sum: 854

62 (51) Landtran Systems Edmonton, Alta. www.landtran.com Trucks: 50 Tractors: 300 Trailers: 500 O/Os: 135 Employees: 495 Rating sum: 850

63 (67) Transport JC Germain Trois-Rivieres, Que. www.transportjcgermain.com Trucks: 0 Tractors: 200 Trailers: 650 O/Os: 45 Employees: 250 Rating sum: 850 MARCH 2018

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Shadow Lines Transportation Group* Langley, B.C. www.shadowlines.com Trucks: 3 Tractors: 182 Trailers: 661 O/Os: 178 Employees: 62 Rating sum: 846

VA Inc. Boucherville, Que. www.vatransport.com Trucks: 11 Tractors: 153 Trailers: 633 O/Os: 0 Employees: 450 Rating sum: 797

TVM Cottam, Ont. www.tvmltd.ca Trucks: 0 Tractors: 155 Trailers: 575 O/Os: 130 Employees: 31 Rating sum: 730

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Travelers Transportation Services Brampton, Ont. www.travelers.ca Trucks: 0 Tractors: 199 Trailers: 476 O/Os: 10 Employees: 205 Rating sum: 675

Falcon Motor Express Caledon, Ont. www.falconxpress.ca Trucks: 0 Tractors: 270 Trailers: 520 O/Os: 72 Employees: 410 Rating sum: 790

Trans West Lachine, Que. www.groupetranswest.com Trucks: 0 Tractors: 210 Trailers: 505 O/Os: 90 Employees: 550 Rating sum: 715

65 (NR) Highlight Motor Freight Concord, Ont. www.highlightmotor.com Trucks: 8 Tractors: 325 Trailers: 500 O/Os: 12 Employees: 550 Rating sum: 833

66 (63) Easson’s Transport Kentville, N.S. www.eassons.com Trucks: 0 Tractors: 325 Trailers: 500 O/Os: 20 Employees: 500 Rating sum: 825

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71 (75) Transport Bourassa Saint-Jean-sur-Richelieu, Que. www.bourassa.ca Trucks: 1 Tractors: 206 Trailers: 569 O/Os: 0 Employees: 430 Rating sum: 776

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Paul’s Hauling Winnipeg, Man. www.paulshauling.com Trucks: 10 Tractors: 220 Trailers: 592 O/Os: 1 Employees: 310 Rating sum: 822

Light Speed Logistics Calgary, Alta. www.lslinc.com Trucks: 0 Tractors: 300 Trailers: 475 O/Os: 200 Employees: 250 Rating sum: 775

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Thomson Terminals Etobicoke, Ont. www.thomsongroup.com Trucks: 5 Tractors: 165 Trailers: 650 O/Os: 6 Employees: 500 Rating sum: 820

LaPrairie Group Grimshaw, Alta. www.laprairiegroup.com Trucks: 300 Tractors: 150 Trailers: 300 O/Os: 0 Employees: 500 Rating sum: 750

76 (NR) Groupe Nadeau Sainte-Melanie, Que. www.groupenadeau.com Trucks: 8 Tractors: 43 Trailers: 656 O/Os: 0 Employees: 149 Rating sum: 707

77 (78) Aheer Transportation Delta, B.C. www.aheer.com Trucks: 0 Tractors: 85 Trailers: 600 O/Os: 65 Employees: 25 Rating sum: 685

78 (77) YRC Reimer* Winnipeg, Man. www.yrc.com Trucks: 18 Tractors: 225 STOCK Trailers: 435 YRCW O/Os: 82 Employees: 1261 Rating sum: 678

80 (79) Northern Industrial Carriers Edmonton, Alta. www.nictrucking.com Trucks: 5 Tractors: 65 Trailers: 600 O/Os: 6 Employees: 80 Rating sum: 670

81 (82) McKevitt Trucking Thunder Bay, Ont. www.mckevitt-trucking.com Trucks: 100 Tractors: 120 Trailers: 400 O/Os: 20 Employees: 250 Rating sum: 620

82 (81) System 55 Transport Oakville, Ont. www.system55.com Trucks: 4 Tractors: 134 Trailers: 476 O/Os: 53 Employees: 98 Rating sum: 614

83 (83) Arnold Bros. Transport Winnipeg, Man. www.arnoldbros.com Trucks: 0 Tractors: 118 Trailers: 492 O/Os: 120 Employees: 219 Rating sum: 610 MARCH 2018

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THETOP1OO 84 (85)

88 (87)

92 (90)

96 (94)

Harman Group of Companies Caledon,Ont. www.harmangroup.ca Trucks: 0 Tractors: 260 Trailers: 350 O/Os: 100 Employees: 150 Rating sum: 610

Musket Melburne Mississauga, Ont. www.musket.ca Trucks: 3 Tractors: 160 Trailers: 420 O/Os: 0 Employees: 230 Rating sum: 583

Groupe TYT Drummondville, Que. www.groupetyt.ca Trucks: 0 Tractors: 110 Trailers: 450 O/Os: 40 Employees: 225 Rating sum: 560

Big Freight Systems Steinbach, Man. www.bigfreight.ca Trucks: 0 Tractors: 175 Trailers: 350 O/Os: 30 Employees: 300 Rating sum: 525

89 (71)

93 (80)

97 (97)

Bruce R. Smith Woodbridge, Ont. www.brsmith.com Trucks: 0 Tractors: 176 Trailers: 401 O/Os: 35 Employees: 235 Rating sum: 577

Groupe St-Michel* Saint-Michel, Que. www.transportstmichel.com Trucks: 0 Tractors: 160 Trailers: 380 O/Os: 1 Employees: 300 Rating sum: 540

Transport Gilmyr Montmagny, Que. www.gilmyr.com Trucks: 2 Tractors: 133 Trailers: 377 O/Os: 22 Employees: 305 Rating sum: 512

90 (NR)

94 (NR)

98 (NR)

Transport Couture et Fils St-Ephrem, Que. www.tcfl.com Trucks: 110 Tractors: 110 Trailers: 350 O/Os: 30 Employees: 200 Rating sum: 570

TransPro Freight Systems Milton, Ont. www.transprofreight.com Trucks: 109 Tractors: 109 Trailers: 315 O/Os: 79 Employees: 117 Rating sum: 533

APPS Transport Group Mississauga, Ont. www.appsexpress.com Trucks: 20 Tractors: 90 Trailers: 400 O/Os: 70 Employees: 300 Rating sum: 510

91 (100)

95 (88)

99 (NR)

Transport Bourret Drummondville, Que. www.bourret.ca Trucks: 10 Tractors: 185 Trailers: 370 O/Os: 24 Employees: 411 Rating sum: 565

Trailwood Transport Alliston, Ont. www.trailwood.ca Trucks: 0 Tractors: 80 Trailers: 450 O/Os: 60 Employees: 225 Rating sum: 530

TEAMS Transport Winnipeg, Man. www.teamstransport.com Trucks: 1 Tractors: 152 Trailers: 337 O/Os: 117 Employees: 60 Rating sum: 490

85 (86) Gestion TBL* Trois-Rivieres, Que. www.groupebellemare.com Trucks: 100 Tractors: 90 Trailers: 400 O/Os: 50 Employees: 500 Rating sum: 590

86 (76) Wolverine Freight System Windsor, Ont. www.wolverinefreight.ca Trucks: 0 Tractors: 140 Trailers: 450 O/Os: 40 Employees: 210 Rating sum: 590

87 (NA) Transport Herve Lemieux Saint-Laurent, Que. www.transportlemieux.com Trucks: 36 Tractors: 244 Trailers: 306 O/Os: 17 Employees: 406 Rating sum: 586

(NR) = not ranked in 2017. (#) = 2017 ranking * Statistics unavailable for 2018 survey. Counts from 2017. Companies have been ranked based on a total of vehicle counts, including straight trucks, tractors, and trailers, as reported to Todayâ€™s Trucking editorial teams. Vehicles and employees based in the United States can be included if they are administered from a Canadian head office. Top 100 data is compiled from fleet representatives by telephone or email. The statistics are not independently verified. Selected fleets have been excluded from the list if they ask to be omitted, or do not respond to repeated requests for data. Do you think your company should be on future Top 100 lists â€“ or were they missed on this one? Email editor John G. Smith at johng@newcom.ca, or call 416-614-5812.

100 (NR) VTL Express Levis, Que. www.vtlexpress.com Trucks: 0 Tractors: 115 Trailers: 365 O/Os: 12 Employees: 180 Rating sum: 480

MARCH 2018

Independentt tests prove Internat International ernattional LT SERIES POWERED BY A26 BEATS THE COMPETITION BY OVER 4% ON average* ®

International Truck commissioned the PIT Group to conduct industry-recognized TMC Type IV fuel economy tests comparing the International LT Series powered by A26 with competitive 12-13L powered tractors of similar speciﬁcations. All vehicles were tested on a 300+ mile route with hills and ﬂatlands. In the end, International beat all others in the test, proving that LT Series delivers tangible fuel savings over the competition. VISIT INTERNATIONALTRUCKS.COM TO READ THE COMPLETE REPORT.

* Based on averaging the third-party testing results for fuel economy comparing the International LT with A26 engine against the (a) 2018 Freightliner Cascadia CA126SLP with DD13, (b) 2018 Kenworth T680 with Paccar MX-13 and (c) 2018 Volvo VNL670 with Volvo D13. Actual customer results for fuel economy may vary. The “category” tested consisted of Class 8 trucks with North American 12-13L engines.

Company Index A Aheer Transportation Andy Transport APPS Transport Group Armour Transport Arnold Bros. Transport Arrow Transportation Systems AYR Motor Express B B&R Eckel’s Transport Big Freight Systems Bison Transport Bruce R. Smith BST Transportation Group C Canada Cartage Canadian National Transportation Caravan Logistics Caron Transportation Systems CAT/ Canadian American Trans. Challenger Motor Freight Consolidated FastFrate Cooney Group of Companies D Day & Ross DCT Chambers Trucking E Easson’s Transport Erb Group of Companies F Falcon Motor Express FTI G Gestion TBL* GFL Environmental Gibson Energy Gibson Transport Groupe Boutin Groupe Guilbault Groupe Morneau Groupe Nadeau Groupe Robert Groupe St-Michel* Groupe Transport St-Michel Groupe TYT H H&R Transport Harman Group of Companies Highlight Motor Freight Hyndman Transport I International Truckload Services K Kim-Tam Canada Kriska Transportation Group KTL Transport L Landtran Systems LaPrairie Group Light Speed Logistics M Manitoulin Transport Maritime-Ontario Freight Lines

77 (78) 52 (53) 98 (NR) 11 (9) 83 (83) 35 (32) 57 (59) 32 (30) 96 (94) 5 (7) 89 (71) 50 (49) 10 (8) 2 (3) 45 (33) 59 (55) 29 (34) 9 (11) 27 (45) 54 (62) 4 (5) 53 (64) 66 (63) 24 (22) 70 (80) 36 (39) 85 (86) 14 (NR) 21 (22) 34 (38) 55 (58) 38 (44) 39 (35) 76 (NR) 7 (10) 93 (80) 46 (48) 92 (90) 48 (20) 84 (85) 65 (NR) 16 (17) 26 (26) 61 (66) 19 (18) 47 (46) 62 (51) 73 (74) 72 (72) 12 (12) 18 (19)

THETOP1OO McKevitt Trucking Midland Transport Mullen Group Musket Melburne N Normandin Transit Northern Industrial Carriers P Paul’s Hauling Penner International Purolator Q Q-Line Trucking R Rosedale Group Rosenau Transport S Schneider National Carriers Canadian Division SGT 2000 Shadow Lines Transportation Group* Siemens Transportation Group Simard Transport Sokil Transportation Group Speedy Transport Sunbury Transport* System 55 Transport T TEAMS Transport TFI International Thomson Terminals Titanium Transportation Group Trailwood Transport Trans West Transport Bourassa Transport Bourret Transport Couture et Fils Transport Gilmyr Transport Herve Lemieux Transport JC Germain TransPro Freight Systems TransX Group of Companies Travelers Transportation Services Trimac TVM U UPS Canada V VA Inc. VersaCold Logistics Services Verspeeten Cartage VTL Express W Westcan Bulk Transport Western Canada Express Wilson’s Truck Lines Wolverine Freight System X XTL Transport Y YRC Reimer *

81 (82) 17 (16) 3 (2) 88 (87) 41 (40) 80 (79) 67 (70) 49 (47) 22 (24) 56 (52) 20 (21) 25 (25)

Energizing performance. Every day.

43 (37) 30 (36) 64 (68) 23 (23) 44 (56) 60 (65) 51 (43) 31 (31) 82 (81)

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# 5417

99 (NR) 1 (1) 68 (69) 28 (28) 95 (88) 75 (91) 71 (75) 91 (100) 90 (NR) 97 (97) 87 (NR) 63 (67) 94 (90) 6 (4) 79 (73) 8 (6) 74 (99) 13 (14) 69 (54) 40 (29) 33 (27) 100 (NR) 15 (15) 42 (57) 58 (60) 86 (76)

Save 3%

in fuel economy.

37 (41) 78 (77)

MARCH 2018

BLOCK BLOCK by

Blockchain promises to transform when you’re paid, track deliveries, and even settle insurance claims. It’s also coming sooner than you think. By John G. Smith

The business of moving freight generates a mountain of paperwork. Contracts establish rates and delivery requirements; bills of lading are signed and filed; invoices are generated to request the cheques that need to be issued and cashed. Blockchain – essentially a form of digital ledger – promises to reshape how all these transactions take place. Imagine a day when payments are instantaneously issued the moment shipments are delivered, or demurrage fees that are automatically calculated and charged if equipment is delayed at a loading dock. Small third-party logistics companies or freight brokers could be bypassed altogether, rather than leaving such businesses to scrape revenue off the bottom line. Morgan Stanley’s analysts expect such online transactions south of the border will be worth about US $500 billion in just two years, affecting everything from freight forwarding to fuel purchases. IBM and Walmart are creating the Blockchain Food Safety Alliance to track food shipments, ensuring that goods are properly handled on their journey. And Maersk is establishing a blockchain to oversee the moves of millions of shipping containers, after determining that MARCH 2018

Block by Block a single shipment from East Africa to Europe can involve no fewer than 30 different entities and more than 200 separate interactions.

What is blockchain? Most of the news about blockchain has surrounded the trading of so-called cryptocurrencies like Bitcoin, which can be

exchanged without involving a traditional bank. But it’s more than that. Blockchain – which IBM describes as the operating system that makes Bitcoin possible – is built around timestamped digital records known as blocks. Users can view or add pages of data, but not actually overwrite or delete any information that’s already there. This makes it possible for people to

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approve and trace each step in a business transaction. “It’s going to simplify fleet operations,” said Fleet Complete chief strategy officer Sandeep Kar, during a presentation for the Fernandes Hearn law firm in Toronto. Fleet Complete expects the options of automated tolls, instantaneous payments, and smart digital contracts to emerge as early as next year. By 2022 the available options could expand to include the better tracking of cargo security, and transparent pricing. As early as 2025, blockchain could be used to seamlessly track vehicle service and maintenance, fleet capacity, and compliance alike.

Blockchain in trucking Hundreds of manufacturers and shippers have already applied to join the Blockchain in Transport Alliance (BiTA), which wants to establish standards and educate those responsible for moving freight. “It’s the largest single commercial blockchain alliance in the world,” said managing director Craig Fuller. And the alliance’s members already include known names like UPS, TMW Systems, Bridgestone, and the massive carrier Schneider, among others. Together they account for about 85% of all truck-related transactions in the U.S. “It can potentially eliminate the need for intermediaries, and that’s what makes it really powerful,” he added. “Blockchain has multiple applications in the logistics industry, especially related to supply chains, insurance, payments, audits, and customs brokerage,” said Linda Weakland, UPS direct – enterprise architecture and innovation, when the business joined the alliance last year. “The technology has the potential to increase transparency and efficiency among shippers, carriers, brokers, consumers, vendors, and other supply chain stakeholders.” Drawing on “smart contracts” coded by software engineers, blockchain makes it possible to support an array of instant transactions. Picture a truck that is held at a loading dock for seven hours, Fuller explained. Detention or demurrage fees could be automatically triggered by matching the approved contract terms with the telematics data that confirms where a truck is at a given point in time.

Block by Block Shippers would no longer sit on payables simply because an invoice is off by a penny a mile, he added. The chain of blocks would determine the price that was agreed upon by everyone involved, approving payments accordingly. “It becomes very expensive for the fleet to sit and let that cash be held,” he said. The blocks of data could even transform truck sales, Fuller said. Picture a pair of virtually identical trucks that are put up for sale. One is from a massive carrier like JB Hunt, and the other is from a small unknown fleet. A buyer today might agree to pay more for the truck from JB Hunt simply because they are confident in the carrier’s maintenance practices. “In a blockchain world, that doesn’t matter. The brand doesn’t matter,” Fuller said. Everyone involved in the transaction would be able to see all the relevant maintenance records on each truck. If a shipment of food spoils in transit, reefer records in the blockchain can help determine if trailers maintained the temperatures that were agreed to in the contract. Fuel prices can be automatically calculated based on the current price listed by a third party like the Oil Price Information Service (OPIS). The opportunities seem endless. “The brokers have the most to lose,” Fuller said, speaking about those who do transactions over the phone and sit on

cash for 60 to 90 days. “It levels the playing field between a Werner and U.S. Xpress and ‘Jim Bob’ because code does not care [who is involved].” There are still challenges to be overcome, of course. Kar referred to a lack of expertise and trust in the system, and there needs to be more “cryptocurrencies” that trade hands in such transactions

before being changed into traditional funds. For that matter, there is no central authority to control the value of these cryptocurrencies. And the process doesn’t require third parties who would otherwise be there to protect against risks. But the blockchain is being built. Block by block. It will connect businesses like never before. TT

How blockchain could be used in trucking: ■

Utilizing assets – Systems could forecast freight demand, and determine the best-possible routes for loads.

■

Auditing and regulatory demands

– Clearly recorded transactions can simplify audits and confirm compliance. ■ Monitoring drivers – More real-time insight into driver performance, better sharing information with shippers and regulators, and simplifying insurance claims after collisions. ■ Tracking assets – Greater insight into vehicle and asset locations, better load planning, and real-time status information available to shippers, carriers, and customers alike. Source: Fleet Complete MARCH 2018

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iversal NBCUn Credit: to o h P

50 features that included scene-stealing trucks ... usually with a healthy dose of mayhem

REEL WHEELS

By John Law

BIG RIGS BELONG ON THE BIG SCREEN.

Comedies, thrillers, action movies, documentaries ... trucks have been a part of cinema virtually from the start. Whether they’re turning into giant robots, plowing through barricades, or helping the Bandit, they’ve been a mainstay in low-budget B movies and summer blockbusters alike. So buckle up and let’s revisit 50 of the most memorable truck scenes in movie history: 1. The Road Warrior (1982) – Every Mad Max movie has at least one jaw-dropping action sequence involving vehicles, but the ending of George Miller’s iconic sequel was a meticulous sequence of stunts, suspense, and all-out road rage as Max (Mel Gibson) drives what he believes is a rig filled with petrol with a group of marauders in pursuit. Visionary for its time and still a masterful piece of filmmaking. 2. Raiders of the Lost Ark (1981) – Nazis, horses, cliffs, whips, and at least one biblical artifact all make the classic truck sequence a master class in action filmmaking. Steven Spielberg took all he learned from his first dabble with trucks (Duel) and amped it up to a breathless new level. One of cinema’s all-time great action scenes. 3. Pee Wee’s Big Adventure (1985) - “Yes sir, that was the worst... accident...I ever seen.” While hitchhiking in the middle of the night, Pee Wee is picked up by a loony trucker named Marge Large who regales him with the story of a trucking disaster on “the same stretch of road”. What follows gave a generation of unsuspecting kids nightmares for weeks. 4. The Matrix Reloaded (2003) – Fans may forever dismiss this sequel, but there’s no denying the visual thrill of the (almost) climactic freeway chase, which culminates with Morpheus (Laurence Fishburne) trading kung fu moves with one of the agents atop a speeding tractor-trailer. If only the movie ended there. 5. Terminator 2: Judgment Day (1991) – Trucks and Terminators are a match made in movie heaven. James Cameron’s classic sequel immediately

raised the bar with an early sequence that had Arnold Schwarzenegger and Edward Furlong on a motorcycle desperately evading a Freightliner-cabover-driving T-1000 through the San Fernando Valley’s Bull Creek. Intense and brilliantly edited. 6. Mad Max: Fury Road (2015) – The fourth film in the epic series is essentially one long truck sequence, with Max (Tom Hardy) and new partner Furiosa (Charlize Theron) sharing time behind the wheel. You’re exhausted by the time of the climactic race back to the Citadel, but director George Miller somehow manages to crank up the tension in a whirlwind of ingenious stunts and breathless pacing. 7. Duel (1971) – Steven Spielberg’s brilliant debut is a prolonged cat-andmouse game between a terrified salesman (Dennis Weaver) and a deranged, unseen trucker on a Mojave Desert highway. Finally, with his car breaking down, Weaver tricks his nemesis into a fatal plunge off a cliff in a relentlessly tense conclusion. And Spielberg was never heard from again. 8. Licence to Kill (1989) – The overlooked Timothy Dalton era of James Bond gave us the one great 007 truck sequence. Behind the wheel of a petroleum tanker, Bond manages to evade a rocket launcher by tilting on to the left wheels, pulled off by an ace stunt driver. As a bonus, Bond also does a truck wheelie through flames. 9. Terminator 3: Rise of the Machines (2003) – For pure messy destruction, it’s hard to top T3’s manic crane sequence, which destroys a fire truck, dozens of storefronts, and about five miles of downtown Los Angeles. A spectacular scene stuck in a ho-hum movie. 10. Sorcerer (1977) – Crushed by Star Wars at the time of its release, William Friedkin’s loose remake of The Wages of Fear has earned some pedigree over the years. Its key sequence involves two trucks carrying nitroglycerin attempting to cross a dilapidated rope bridge in a South American jungle. Unbearably tense, it took three months and plenty of Friedkin’s sanity to film. 11. Breakdown (1997) – Near the end of this terrific ’90s thriller, Kurt Russell battles the slimy trucker (J.T. Walsh), who kidnapped his wife onboard a rig MARCH 2018

Reel Wheels hanging perilously over a bridge. When the fall doesn’t kill our bad guy, the truck finishes the job. 12. The Fast and the Furious (2001) – Dom and the gang have to save one of their own during a botched highway truck robbery. The action scenes got more cartoonish as the series went along, making this gem from the first movie a gritty highlight. 13. The Dark Knight (2008) – The standout action scene from Christopher Nolan’s Batman trilogy has the Joker’s tractor-trailer flipped upside down by Batman and his trusty two-wheeled Batpod. An amazing stunt sends the truck on a face-forward, 180-degree flip, without CGI. 14. Transformers (2007) – Overkill soon set in, but the introduction of Optimus Prime in the first movie was a giddy thrill for fans. As a bewildered Shia LaBeouf and Megan Fox watch, the blue and red Peterbilt 379 transforms into the iconic character from many a Saturday morning. 15. Maximum Overdrive (1986) – Yes, it’s an unrelentingly bad movie, but this Stephen King howler still has one iconic scene as a bunch of rigs spring to life on their own to surround a truck stop, where Emilio Estevez and a group of survivors are holed up. 16. Avengers: Age of Ultron (2015) – As Captain America and Ultron duke it out atop a transport, Black Widow provides support with some slick motorcycle manoeuvres. One of the best action sequences in the Marvel Universe. 17. The Wages of Fear (1953) – Hired to deliver nitroglycerin over treacherous mountain roads, a group of four truck drivers gets whittled down to one (Yves Montand). He celebrates his big payday by driving like a maniac while heading to a party in his honor. He doesn’t make it. 18. Death Race (2008) – As if the insane race track wasn’t enough to deal with, the deranged prison warden (Joan Allen) adds an 18-wheeled death machine, The Dreadnought, to the party. It goes down in flames, but not before taking out three racers. 19. Live Free or Die Hard (2007) – If you’re going to go completely over-the-top with your Die Hard, you might as well have a truck vs. fighter jet scene on the freeway. Of course, Bruce Willis ends up on top of the plane before it’s over. 20. The Island (2005) – In what may be the only Michael Bay movie you could call underrated, Ewan McGregor and Scarlett Johansson are clones escaping their compound. During a pursuit, they end up on a futuristic Mack, where they unload a bunch of wheels onto the highway. A few fender benders result. 21. The Transporter (2002) – Jason Statham parachutes onto a convoy, drop kicks the driver, sends him over a cliff, and takes the wheel. Without

TODAY’S TRUCKING

29. Rolling Vengeance (1987) – A trucker seeks revenge against the rednecks who killed his family – by building a fortified monster truck death machine. Perfect for plowing through corn fields, warehouses, and crushing Ned Beatty’s car while he’s in a saloon. 30. Final Destination 2 (2003) – Though a far inferior sequel to the 2000 original, it kicks off with a nightmarish premonition scene in which a tractor loses its cargo of logs on the highway, resulting in a chain reaction of gory carnage. Basically, any truck carrying logs in a movie is a disaster waiting to happen. 31. Big Trouble in Little China (1986) – As the opening credits roll, Jack Burton (Kurt Russell) talks up a storm on his CB like it’s the ‘70s again, setting up the movie’s goofy tone nicely. “Like I told my last wife...I says, ‘Honey, I never drive faster than I can see.’ Besides that, it’s all in the reflexes.” 32. Joy Ride (2001) – After pranking the wrong psycho trucker over the CB, Paul Walker and Steve Zahn find themselves pinned up against a tree as “Rusty Nail” steps on the gas of his rig. Just when it looks like lights out, he retreats to torment them later. 33. Hush (2008) – With his girlfriend sleeping next to him, a driver nearly causes a collision with the truck Photo: Mack Trucks behind him. As the truck pulls in front of him, its cargo area briefly opens, revealing a woman in a cage screaming for help. It’s the start of a to do him a solid and run some interference. Because long, bloody night in this British horror flick. he’s got a long way to go, and a short time to get there. 34. Alluda Majaka (1995) – Utterly loony 25. Convoy (1978) – With Ernest Borgnine Tollywood flick reaches its crescendo when Indian and the National Guard unloading on him, rebel trucker actor Chiranjeevi uses the horse he’s riding to slide ‘Rubber Duck’ Penwald (Kris Kristofferson) goes out like under a truck while being chased. And an internet a boss near the U.S./Mexico border. Or so it appears. meme was born. One of legendary director Sam Peckinpah’s last movies. 35. White Line Fever (1975) – Long26. Wolf Creek 2 (2013) – The only thing haul driver Jan Michael Vincent has had enough of the worse than encountering the psychotic Mick Taylor corrupt local trucking industry after his home is torched (John Jarratt) in the Australian Outback is seeing him and his wife loses their baby. So he revs up Blue Mule, behind the wheel of a truck. Before this insane 10-mintakes a bullet to the face, and crashes through the comute sequence is done, the truck, some kangaroos, and pany’s two-storey glass sign. Accomplished nothing, your nerves are destroyed. but it sure looked cool. 27. The Rage (1997) – Horrible movie, cool 36. Silent Thunder (1992) – When Stacy truck scene. When a trucker with a cargo of logs tries Keach finally finds the trucker who killed his son, they nudging him over a cliff wall, Lorenzo Lamas stays play dueling rigs on the freeway, eventually ditching under the truck until he picks the right time to slam on their trailers to speed things up. A vintage 1973 the brakes. Giant mess ensues. Probably half this movKenworth W-900 doesn’t survive the day. ie’s budget was spent on this scene. 37. Big Rig (2007) – In a documentary full 28. Thunder Run (1986) – If you’ve ever of insights on the life of truck drivers, the story of Doug wanted to see a ‘75 Kenworth W-900 jump over a train, – driving with a metal hook for a hand, just six months this ‘80s cheesefest is for you. One question, though: after a major accident – hammers home the toughness How, in the middle of insane, death-defying stunts, this life requires. “When you come that close to death... do truckers always reach for the air horn’s lanyard? you’re a changed person.” Wouldn’t both hands be on the wheel?

breaking a sweat. What did you do today? 22. Logan (2017) – In between the action and brutal violence, the final go-round with Wolverine for Hugh Jackman also offered an intriguing peak into the future with autonomous trucks. In this case, one runs a family’s horse trailer off the road. Still some bugs to work out, alas. 23. The Terminator (1984) – Yes, even the first Terminator flick had a gonzo truck sequence, as the cyborg is first run over by an 18-wheeler, then chases Sarah Connor down the sidewalk with it. Kyle Reece (Michael Biehn) obliterates it with a bomb, but of course the machine isn’t dead yet. 24. Smokey and the Bandit (1977) – With the cops in pursuit, Bandit asks a convoy of trucks

Reel Wheels 38. High Ballin’ (1978) – With the local trucker boss’ goons on his tail, Jerry Reed gets some help from Peter Fonda by setting their cargo of cars ablaze and cutting them loose. Because that’s how Easy Rider rolls. 39. Damnation Alley (1977) – Searching for the source of a radio transmission after World War 3, a group in the heavily armored Landmaster stop for fuel, only to find the place overrun by man-eating cockroaches. Poor Keegan (Paul Winfield) survived the apocalypse only to become roach food. 40. Heat (1995) – Michael Mann’s cops-androbbers classic gets started with Robert De Niro’s gang using a massive rig to put an armored car on its side. During the heist, one of his henchmen opens fire on the guards, infuriating him. His need for payback will be his downfall. 41. Black Dog (1998) – Patrick Swayze vs. Meat Loaf in a big rig battle royale. It ends with Loaf well done after he flips over, gets hit by a train and explodes. Like a bat out of hell, he was gone... 42. The Great Smokey Roadblock (1977) – Henry Fonda has a cargo of six prostitutes in the back, including a young Susan Sarandon. Do you think a roadblock of four cop cars is going to stop

him? More accurate title: Mostly Mediocre Smokey Roadblock. 43. Drive Angry (2011) – On a quest for undead criminal Nicolas Cage, Agent ‘o Satan William Fichtner plows through a dozen cop cars with a truck carrying hydrogen, then calmly steps out onto the hood of one of them as the truck explodes. And that’s not the most over-the-top thing in this movie. Not even close. 44. The Hitcher (1986) – Psycho hitchhiker Rutger Hauer ties Jennifer Jason Leigh to two trucks with his foot on the clutch of one. If the cops shoot him, she’ll be torn in two. Even C. Thomas Howell at the height of his ‘80s power can’t save her. 45. Gone in 60 Seconds 2 (1989) – Officially, this sequel was unfinished and unreleased due to the death of star and producer H.B. Halicki during filming. The available footage is virtually one marathon chase sequence, with a ‘74 International Transtar II obliterating dozens of parked cars. The pure mayhem matches The Blues Brothers. 46. Deadly Encounter (1982) – Larry Hagman lands a helicopter on a Peterbilt 281, then tells his lady passenger, “I wouldn’t stand up if I were you” as they approach an overpass. J.R. was never cooler.

47. Transporter 3 (2008) – When two trucks are blocking the road during a chase, Jason Statham simply pops his Audi onto two wheels and drives between them. The car behind him goes around the trucks, but then ends up going off a cliff. Don’t mess with Statham. 48. Over the Top (1987) – Before he arm wrestles an assembly line of cartoon villains to win a new truck, Sylvester Stallone uses his old one to ram through the front gate and front door of his rich jerk of a father-in-law. Cue the Kenny Loggins soundtrack. 49. Spider-Man: Homecoming (2017) – The Vulture targets a convoy carrying alien weaponry left over from the first Avengers movie. Spidey, still learning what his new Stark-designed suit can do, tries intercepting and inadvertently gets trapped inside the truck. A great scene showing the webslinger isn’t ready for prime time yet. 50. Beverly Hills Cop (1984) – Right after the opening credits, undercover cop Eddie Murphy does the Neutron Dance in the back of a truck during a chase through a seedy Detroit neighbourhood. All those wrecked cars are probably still there. John Law is an award-winning entertainment writer.

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MARCH 2018

International’s LT includes more than a few upgrades to the ProStar it replaces

LT highway truck bettered 29.4 liters per 100 kilometers over three runs on a 765-kilometer fuel-economy test route known as the Illinois Hilly Route, said to simulate real-world driving conditions for 75% of International’s customer fleets.

By Jim Park

Around the LT

Looks can be deceiving. International’s new LT highway tractor may look much like the 11-year-old ProStar it replaces, but the resemblance is barely skin deep. The LT retains the signature International grille – though it’s shaped differently if you look closely – but almost everything behind the grille was touched in some way by the sweeping overhaul of the company’s best-selling highway truck. The primary drivers in the exercise was to improve fuel efficiency and driver appeal. “If drivers do not want to drive the trucks, fleets aren’t going to buy them,” noted Denny Mooney, International’s senior vice-president of global product development.

The LT is a considerable step forward from the ProStar. Beginning with the cooling module, the A26 engine uses the same radiator as the X15, so there’s considerable cooling capacity there. The interstage cooler has been dropped, so there is only the rad and the AC condenser up there. A new rubber gasket around the rad seals out dust that gets kicked by the fan, so the fins stay cleaner for longer, preventing clogging and a loss of cooling capacity over time. You’ll hardly ever hear the fan come on, and when it does, it’s much quieter because it has only six blades rather than the previous 11-blade model. It draws 31 horsepower less than the larger fan, and is much easier on the fan clutch, too. The hood is now taller at the top, and longer overall, stretching

DRIVER-CE Designers conducted dozens of driver clinics to get feedback from folks who use the product, and a few interesting themes emerged. For one, truck drivers want a truck designed like a truck. “Career truck drivers aren’t interested in automotive designing like chrome accents and such. They want trucks designed to do a job,” said Jeff Sass, International’s senior vice-president of sales and marketing, when the truck was unveiled. Feedback from drivers resulted in a review of more than 500 points of contact between the driver and the truck, producing a cab with more elbow, hip, and leg room, along with a more ergonomic but truck-like dash layout and greatly improved mirror design. By popular demand, International even put the air horn back where it “belongs”, on a lanyard above the driver-side door. Sass calls the LT “the most driver-centric Class 8 vehicle we’ve ever built.” A very close second priority to driver preference at the design stage was fuel economy. At the Las Vegas launch of the LT on September 30, 2016, International’s then-president Bill Kozek said the 2018 LT with an N13 engine would be 7% more efficient than a 2017 ProStar with a Cummins ISX 15 engine. He claimed a 3% improvement in aerodynamic efficiency alone, with lighter weights and new engine technology contributing the remaining 4%. When International’s new A26 engine appeared in February, Darren Gosbee, International’s vice-president of advanced engineering, said the A26 would boost fuel economy by 5% over its predecessor, the N13. If you’re not keeping track of the numbers, that’s a potential fuel efficiency increase of close to 10% compared to a 2017 ProStar. At the A26 launch event, Gosbee said an A26-equipped

TODAY’S TRUCKING

Driver-Centric the bumper-to-back-of-cab measurement to 125 inches. This, the company says, improves the front profile of the truck for smoother air flow and less drag. Built into the hood are a pair of splash guards that were formerly chassis-mounted. This makes the engine much easier to access, while still protecting from muck. The three-piece bumper offers a couple of advantages. First, it’s less expensive to repair than a one-piece bumper. Second, it’s available in several different configurations, depending on the type of trailer you pull. Aero research conducted during International’s SuperTruck project revealed that the bumper has a large influence on how airflow interacts with the trailer, whether there are side skirts, no side skirts, trailer tail, or not. The bumper also sits about eight inches off the ground to minimize damage from curb strikes. The suspension at the rear of the cab now has a wider stance, giving the cab a distinctly more stable ride. The fuel tank mounts and the spring hangers in the International Ride Optimized

NTRIC

THE SPEC’S

International LT ■ ■

ENGINE: International A26 450 hp, 1,550/1,700 lb-ft TRANSMISSION: Eaton Fuller Advantage 10-speed AMT

FRONT END: ■ ■ ■

AXLE: Meritor 14K SUSPENSION: Hendrickson 14K taperleaf BRAKES: Air disc

REAR END: ■ ■ ■ ■ ■ ■ ■

AXLES: 6x4 Meritor 40K, 2.64:1 ratio SUSPENSION: International Ride Optimized (IROS) BRAKES: Air disc ELECTRICAL SYSTEM: Diamond Logic SLEEPER: 54-inch HiRise WHEELBASE: 209 inches/125-inch BBC DRY WEIGHT: 17,820 pounds

Suspension (IROS) are made of cast aluminum, saving close to 200 pounds in chassis weight. The LT’s doors were redesigned and made two times stiffer than the ProStar’s doors, International says. The new doors are also canted slightly inward at the top to force a tighter seal around the opening. This helps keep out cold drafts as well as noise. Stiffening the door also helps reduce vibration and the associated resonant noise. The new mirrors are perhaps the most striking change. They are now pedestal-mounted and set significantly further forward than the ProStar’s, which reduces the degree to which a driver’s head has to twist to see them. And they are mounted low for better visibility alongside the truck. What’s more, when looking out the right-side window, I could actually look over top of the mirror at traffic approaching from that side. This eliminates a dangerous blind spot that exists on most other Class 8 cabs.

Cab and sleeper

The 2018 LT from International is close to 10% more fuel-efficient than a 2015 ProStar, 500 pounds lighter, and much more driver-centric.

The sleeper on the truck I drove was the 56-inch HiRise model with the Diamond interior. My tour guide, International’s director of product marketing for on-highway trucks, Bill Distel, called this one the JB Hunt Special. I’d call it a regional-plus sleeper – more than adequate for a few days on the road. It’s not what you’d call plush, but it’s airy and comfortable, with lots of storage. The cab is where International’s design team really went to town. Highlights of the redesign include a completely new HVAC system, tons of room around the driver’s seat and between the seat back and the wheel. The dash now features a 5.5-inch display set between the speedometer and the tach. It’s bright and easy to read, and drivers can scroll through at least a dozen screens of useful information. My ride did not have the B-panel display where a navigation screen, an ELD, or another digital gauge display might go. Mine had the cubby hole. The trim package on the MARCH 2018

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HERE

UT ET YO

Driver-Centric

The driving environment is exactly what drivers asked for: A truck that looks like a truck, but with lots of the latest technology baked in.

I cruised at 80 kilometers per hour at 975 rpm. That was fine on flat road, but on hilly road I’d have been inclined to drop it into 9th gear for better driveability. Much of my route was on two-lane road, and even some nice twisty two-lane roads, which provided a better impression of the truck’s steering and handling. Here, the stiffer cab suspension became obvious, and

the mildly stiff steering was a joy to drive. There’s not much I would change on the LT. The noise attenuation was great, the performance and handling was top-notch, and the overall driving experience was, as I said, very satisfying. The ProStar was never one of my favorite trucks, but the LT has boosted my opinion several notches. I’d take the helm of one of these anytime. TT

truck seemed to be a combination of the Classic and Diamond package. I had the wood-grain trim and colored accents from the Diamond package, but it was missing certain features like the optional gauges on the outer side of the B-panel. New with the LT is a stalk-mounted transmission control that also controls the engine brake. It’s easy to use and much easier to handle than the old one was, mounted on the dashboard. Moving the shifter opened up some room for three large cup holders on the lower portion of the dash panel, leaving still enough clearance to swing your legs past when pivoting from the driver’s seat to the sleeper.

Out on the road Driving the LT was a very satisfying experience. The cab is super quiet, even when the engine is in a good pull. Bill and I were able to carry on a conversation without raising voices. The driving position was spectacularly comfortable and seemed designed to fit my frame. I spent a few minutes fiddling with it before pulling out, and suspect that with the range of movement in the seat, almost any driver will be able to dial in a comfortable a position. The A26 engine and the Eaton Advantage 10-speed were very nicely paired, and the shift calibrations favored low-rpm shift points and skip shifting, as they should. Engine braking was quite adequate, even in the second position, and downright aggressive in the third position. The variable geometry turbocharger ups the engine brake’s game on what many would consider a mediumdisplacement engine. The power curves on my engine gave me the full 1,700 lb-ft of torque from 975 to 1,200 rpm, and with the gearing I had,

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MARCH 2018

In Gear

62 Automatic greasing systems 66 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Lab Report Regular oil sampling provides insights into the condition of your oil and engine By Jim Park Human beings aren’t much different from the trucks they drive. Like humans, trucks can have stuff going on inside them that could prove detrimental to longevity. Since we can’t open a door and peer inside for a look, we rely on blood tests, blood pressure checks, cholesterol, and blood sugar tests, to name a few. Oil sampling and analysis provides a similar level of insight into the internal condition of engines. Oil analysis provides insight on several levels. You can verify the condition of the oil at certain mileage intervals, which is useful when planning extended oil drain intervals, and you can also determine wear rates of certain engine

TODAY’S TRUCKING

components by looking at the metal content in the oil sample. “Every individual engine will have its own wear-metal signature,” says Andre St. Jean, director of analytic services with Montreal-based Total Canada, which produces Quartz and Rubia engine oils and lubricants. “Different brands and models of engine will be different, too, because they are made of different materials. What is considered normal wear will also vary from engine to engine. It’s important to watch for the wear, but the wear trends are equally important.” All truck engines will wear as they work, but you need to establish from the start what normal wear rates are. That’s

why St. Jean suggests sampling when the engine is new, and then on regular intervals as it ages. “You’ll want to pull a few samples early to establish a baseline,” he says. “After that, you may not need to sample each time you drain the oil. You can change the sampling intervals to rationalize the cost, as long as you’re not letting it go too long between samples.” The metal content of the sample can reveal exactly where it comes from, such as bearings, heavy parts like the crankshaft, and even pistons, rings, and liners. Among the advantages to knowing which parts are wearing normally – and which exhibit accelerated wear – is protection in a warranty claim, and even clues as to when it might be time to sell the truck. “Some fleets will try to run a truck out as long as possible before getting into big repairs,” says Gloria Gonzalez, general manager of WearCheck in Mississauga, Ont. “Fleets want to monitor the life of their engines, so

In Gear they will know when it’s time to sell.” Analysis can also reveal traces of contaminant in the oil, such as coolant or fuel. If that material is making it into your oil, it could also be traveling downstream into the aftertreatment system. Catching an oil or coolant leak early can reduce the possibility of a very expensive diesel particulate filter repair or replacement. Oil analysis is (or should be) also a critical part of any extended oil drain interval program. Gonzalez says it’s possible to double the typical oil change interval using some of today’s very capable synthetic oils, but you can’t go forward with such a program on guesswork. The oil itself doesn’t actually break down over time, but certain necessary additives may be depleted. That can reduce cleaning properties or its ability to neutralize contaminants such as combustion by-products and acidic materials. “With the oil itself, the most important number is the TBN number,” says Gonzalez. “That will go down over time, and you don’t want to let it drop past the point where you’re putting the engine at risk.” This total base number – usually referred to as TBN – is a measure of alkaline additives in the oil, which protect against corrosive combustion by-products like soot. Soot loading of the oil is another important measurement obtained from regular sampling. Soot is suspended in the oil, but if you push the drain interval too far, there could be so much soot in there that the oil becomes abrasive. How much can you expect to pay for such a service? As with any return-on-investment calculation, it’s not what you pay that matters, but how much you save. Jack Fasoli, heavy duty national key account manager at Total Canada, says even when you include the cost of the oil analysis in an extended interval program, the returns are very clear. “Even if you’re using a superior quality oil, like a synthetic blend, by extending your drain, you’re saving money,” he says. “And you have peace of mind. You can’t afford a breakdown. It’s a bit harder to calculate, but there is

value in knowing your equipment is less likely to let you down.” Gonzalez agrees that the value is in the protection oil analysis offers. “Even if you’re paying between $25 and $40 per sample, it’s going to help you keep that truck on the road,” she says. “How do you calculate the cost of a breakdown, with repairs, towing costs,

loss of customer confidence ... that can be very expensive.” Oil analysis is a predictable cost, and it can be built into the maintenance budget. While it won’t prevent every possible engine-related problem, it does offer an early warning mechanism that maintenance staff can respond to, hopefully before it’s too late. TT

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MARCH 2018

In Gear ▼

Grease on the Go Automatic greasing systems can make lubrication less of a chore, more of a science By Jim Park The idea behind lubricant is to place a slippery film between two moving parts so the friction of metal-to-metal contact will not inhibit free movement or wear away the two contact surfaces. When you apply grease to a fitting, it squeezes between two surfaces, providing the protective film. But traditional grease doesn’t stay in place forever. Depending on your appetite for spending time underneath a truck, an automatic greasing system can ensure the moving parts stay lubricated while you spend less time on your back. The idea behind an automated centralized lubrication system is to pump a tiny bit of grease into the fittings far more frequently that you would with a grease gun. If, for example, a grease gun pumps an ounce of grease into a fitting once a week, the automatic greasers pump in a milligram once every few hours. The result is a constant supply of fresh lube, and better

TODAY’S TRUCKING

coverage between the moving surfaces. There are several different types of systems with different approaches that may suit one application better than the next. Multi-line systems offer a single pump with as many as a couple of dozen individual lines running to the grease points. These are the less-complex systems, but come with a lot more plumbing. Parallel systems run off a single main line, which pressurizes a series of manifolds. There are injectors mounted on those manifolds, and when the system comes under pressure from the pump, the injectors deliver a pre-set quantity of grease using internal movements within the injector. When the pressure is relieved, the injectors reload themselves for then next pressure-on cycle. Progressive systems use a single pump linked to several distribution manifolds or valves. As the system comes under pressure, the internal valves distribute

Equipment with automatic greasing systems can have a higher resale value.

the grease to one point at a time, rather than pushing grease to all the points connected to a manifold. “Those are all just different ways of distributing grease,” says John Smid, general manager and director of engineering at Campbellville, Ont.-based Lubecore International. “Regardless of the type of system, the individual injectors can be tuned to deliver specific amounts of grease, depending on the need.” Smid says trucking tends to favor parallel systems, while multi-line systems work well on equipment that doesn’t have too many grease points. “Progressive systems are very effective on heavy equipment and systems that require a lot of grease,” he says. For trailers, there are simpler systems consisting of a single-line progressive valve with grease fittings where you need them. With this sort of setup, grease is pumped in manually, but there’s just one connection point at a central, easy-to-reach location. This makes greasing the steering kingpins, automatic slack adjusters, and brake cams much easier without installing a fully automatic system. Automatic greasing systems offer tremendous labor savings, and they will help improve components life, but they are not the last word in truck maintenance. “These systems take the grease gun out of your hands and put in a flashlight and wrenches,” says Mike Deckert, vice-president of FloComponents of Mississauga, Ont. “You still have to do your vehicle checks, and while you’re under there, you make sure the grease lines are still connected.” Some of the systems offer diagnostic features that will warn of a fitting that’s not taking grease, or problems with the system, but less-sophisticated systems still require a little maintenance of their own. The long-term savings emerge through lesser wear on individual components, such as never having to face any serious front end work because of excessive kingpin or spring hanger wear. Fleets that use such systems report

In Gear improved brake lining life due to less brake drag, better tire life due to fewer wheel lockups caused by sticky slack adjusters in an antilock braking event, and better steering performance. And, at the end of the truck’s first life, the truck should have a higher market value because the buyer knows lubrication was never an issue. The payback is pretty clear when you look at the big picture. And the longer you keep the truck or trailer in service, the better it looks. “If you don’t plan on keeping the truck for at least two years, you may not see the payback,” Deckert advises. “Single truck operators and small fleets will see a payback in a normal vehicle lifespan, but it really adds up fast with larger fleets when you consider the labor savings and downtime associated with greasing a truck.” Smid says it’s rare for a customer to take a system off the truck once they

Automated centralized lubrication systems pump tiny amounts of grease into fittings at frequent intervals.

have begun using it. Typically, the next new trucks they buy will be ordered with an automatic greasing system. “Customers will realize within a year that the systems are saving them money.” This time of the year it’s even easier to justify. With all the guck, salt, and sand

on the road, auto greasers are constantly pushing old grease and contaminants – out from between moving parts. If that isn’t enough to convince you, just ask a technician how much fun it is when a slush ball falls from a crossmember and hits him in the face. TT

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PRIVATE MOTOR TRUCK COUNCIL OF CANADA

ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE MARCH 2018

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In Gear ▼

Nordresa has stripped this Isuzu truck of its engine, transmission, and fuel tanks. It will be converted into a fully electric truck eligible for Quebec’s Ecocamionnage program.

Power Play

lengthened or shortened as needed. “We want to have an electric truck plant where the customer can decide what configuration they want, whether it’s a van of different lengths, a truck tool, a dump truck, a tray, etc.,” Daigneault says. “It starts to pay off when you drive at least 20,000 kilometers or more a year, 90 to 100 kilometers a day, five days a week. A parked electric vehicle and gas vehicle do not consume more than the other. The savings start to be interesting from 20,000 kilometers per year – especially with the Ecocamionnage grant, which provides a return on investment in three to four years for vehicles [that are] designed to last eight to 10 years.” The company also offers a financing option with monthly payments that are cheaper than those for a diesel-powered truck. “A customer who wants to buy an electric vehicle from us could save money in the first month. After five years, once the truck is paid, operating costs are reduced that,” Daigneault says. to a few hundred dollars a month for The first of the electrified Isuzus electricity,” Daigneault said. was sold to a Montreal-based moving Traditional maincompany, but this tenance costs are is meant to be reduced as well. more than a one-off There is no oil or conversion. Nordresa filter to change. has negotiated The motor itself is access to technical designed to last 1 information on the million kilometers. trucks, and is in the “Apart from stanmidst of negotiations dard mechanics to receive bare chasNordresa electric trucks can be such as brakes and sis rather than units recharged with a standard SAE suspension, there is with diesel engines. J-1172 plug. little maintenance to Nordresa can do,” Daigneault adds. electrify Isuzu’s gasoThe warranty on the propulsion line-powered NPR or diesel-powered NRR, system is set at five years, and can be introducing equipment that adds about extended to eight years, covering the 500 kilograms to the gross vehicle weight. motor and batteries alike. The motor, charger, inverter, and The first targeted markets are Quebec power electronics are assembled and and Ontario, both of which offer subsithen installed under the cab, while dies, as well as 10 American states. the all-important batteries are installed Ten units were made in the past year. on the frame rails. Since the transThe plan next year is to produce 100. TT mission is removed, the drive shaft is

After successfully electrifying courier delivery vans, Nordresa now wants to electrify middleweights By Steve Bouchard Nordresa has electrified vehicles before, ranging from the prototype of an electric school bus for Quebec-based Lion, to a converted step van that was tested by Purolator and put to work on the streets of Montreal. It now coverts Ford E350 and E450 vehicles to run on batterygenerated power. “Purolator has a Canada-wide fleet of 3,200 vehicles, about half of which drive less than 80 kilometers a day. That’s 1,600 vehicles that could be converted to electricity tomorrow morning,” says Marc Daigneault, director of engineering and Nordresa’s original employee. The company now employs five people. But the latest unit sitting in the midst of the company’s Laval, Que., workshop will take the business in a new direction. It’s a medium-duty Isuzu. “Our target market is parcel delivery. Our product in this segment has been tested and proven. But we realized that there are our customers who want to transport goods, and the ‘step van’ is not the right platform for

MARCH 2018

PRODUCTWATCH WHATâ€™S NEW AND NEWS FROM SUPPLIERS

For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com also has a directionally smooth finish to improve performance and reliability. Common performance issues like pulsing pedals and brake noise caused by improper balance have been addressed through precision mill balancing. The finish on each rotor also helps seat the friction material, reducing the break-in time for pads, the company adds. www.fmheavydutyparts.com

LED HEADLIGHTS VOLVO HEADLIGHTS EXTENDED TO VOCATIONAL TRUCKS

Graphic Appeal Western Star extends Wings of Awesomeness Those who want to celebrate Western Starâ€™s 50th anniversary will still be able to order the limited edition Wings of Awesomeness graphics package in a choice of paint colors this year. Originally available in gold and silver, the design features a winged pattern that, in the words of Western Star, â€œmerges classic styling with modern edginessâ€?. But the gold and silver design itself has been retired. It comes as a premium factory paint option.

www.westernstartrucks.com

BRAKE ROTORS FEDERAL-MOGUL OFFERINGS COVER 98% OF MARKET

Federal-Mogul Motorpartsâ€™ Abex brand has introduced a new series of premium brake rotors for heavy-duty vehicles. Designed to work with the companyâ€™s air disc brake pads, theyâ€™re available across eight Class 8 applications and cover about 98% of the related heavy

TODAYâ€™S TRUCKING

duty market. Thereâ€™s a pad and rotor combination for the most-popular Bendix, Meritor, and Wabco systems. A protective coating known as E-Shield helps to reduce corrosion and rust, making the Abex rotors easier to remove, the company says. Each rotor

Volvo Trucks has announced new LED headlights for its VHD series of vocational trucks. The designs are now standard on the VHD 300 day cab and CHD 400 regional sleeper models. Volvo says the improved design helps reduce eye strain, increases visibility, and improves safety on roads and job sites. They also last 10,000 hours â€“ 10 times longer than previous incandescent headlights, the company says. www.volvotrucks.ca

FLUID EXCHANGE SYSTEMS MAHLE SERVICE ADDS FOUR MACHINES TO LINEUP

Mahle Service Solutions has added four machines to its FluidPro fluid exchange systems. The CFF-1HD Multi-Fluid Filtration

Product Watch System can clean a wide variety of industrial fluids using a closed-loop filtration process. It helps filter oil and water to maximize the life of hydraulic oil, engine oil, gear lube, and transmission filters. The VCX-32HD Coolant Exchange System helps to extract, store, and refill large-capacity engine coolant systems up to 32 US gallons in size, eliminating air pockets during engine maintenance. Then there’s the EFP-150HD Portable Fuel Priming System, used to help return stranded drivers to the road. When a

GEAR OIL

The product is recommended for Class 6, 7, and 8 vehicles, and has been fully approved for Volvo and Mack to be used in their respective I-Shift and mDrive automated manual transmissions. It’s been formulated to limit drag losses and reduce fuel consumption when compared to conventional manual transmission fluid and API GL-4 axle SAE 80W-90 / 75W-90 oils or higher-viscosity

TRAXON SYNTHETIC DRAINS CAN REACH 400,000 KM

Petro-Canada Lubricants’ Traxon line of gear oil has been expanded to include Traxon Synthetic MTF 75W-80 – a manual transmission fluid that can offer extended drains up to 400,000 kilometers, deliver all-weather support, and reduce maintenance costs in the process.

JUNE 14 & 15, 2018

WŚŽƚŽƐ ďǇ &ƌĞĞƉŝŬ ͬ ǀĞŶŝŶŐͲƚĂŽ

diesel engine runs out of fuel, the company notes, injectors need to be primed to restart the engine. This system eliminates traditional manual priming at the roadside, and does the job in seconds. There’s also a re-settable fuel meter to bill customers after a fuel transfer. Rounding out the new lineup is VOX-14HD Oil Exchange System, which purges used oil from a vehicle’s filter and oil passages while the oil pan is evacuated and replaced with clean oil. That leaves technicians to perform other tasks while the oil change is completed, the company notes. www.servicesolutions.mahle.com

CONFERENCE

BRAKE INDICATOR TOOL CHECKS DISC PAD AND ROTOR THICKNESS

Hendrickson Trailer Commercial Vehicle Systems has introduced a new air disc brake wear indicator. The patent-pending tool, introduced during Heavy Duty Aftermarket Week, allows maintenance personnel to check brake pad and rotor thickness without removing the wheel or the brake pads from the caliper. www.hendrickson-intl.com

CROWNE PLAZA FALLSVIEW ĎĆČĆėĆ ĆđđĘǡ ēęĆėĎĔ

FOR MORE INFORMATION EMAIL: info@pmtc.ca

NETWORKING TRAINING EXHIBITS

AWARDS MARCH 2018

Product Watch grades, the company adds. So, too, is it meant to offer the oxidation stability needed to resist deposits and sludge that affect shifting. www.lubricans.petro-canada.com

WORK STATION

as well. That can be used to power 120/240V AC 60-hertz equipment. The Lincoln Electric Flextec 650/ LF-72 multi-process welder, meanwhile, supports a quick arc response and standard 15-amp, 115-volt auxiliary power, the company adds. It even has a remote foot pedal with a 100-foot working distance to power the welder in hard-to reach areas.

LARSON TRAILER BRINGS POWER TO THE JOB SITE

Larson Electronics’ trailer-mounted work station brings plenty of portable functionality to a job site. The WAT-18x6-TNDM-LT.WLD. DG.AC-MOD1 comes with a 30-foot telescopic light tower with 6kW generator, a second 11kW standalone generator, Lincoln multi-process welder, two-stage air-compressor, and digital meter for monitoring and hot starts. It all rolls in on a trailer with a pair of 3,500-pound axles. The 6kW generator is powered by a water-cooled diesel engine, while its 11kW counterpart is diesel-powered

An included two-stage 10-horsepower air compressor provides 34.1 cfm at 175 psi, and is compatible with 208-230/460volt, three-phase power. It features 380volt input voltage, three-phase 50/60 hertz, and an output voltage of 44 volts with an 815-amp maximum DC output. www.larsonelectronics.com

YOU CAN’T GET THERE FROM HERE Stumped We’ve finally stumped you! Last month’s picture would have been a good one for our eagle-eyed readers driving the northern highways, alas, there were no correct guesses. The picture was Territory. For those looking for something a little further south,

▼

of the Friendship Totem pole on Main St. in Whitehorse, Yukon

DO YOU KNOW WHERE THIS IS?

this month’s picture should bring you closer to home. Check it out to the right, and the first 10 correct guesses get a cap. Send your answers to elizabeth@newcom.ca. February Answer:

Friendship Totem pole on Main St. in Whitehorse, Yukon Territory

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!

TODAY’S TRUCKING

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59 64 10 68 14 20 2-3 55 18 8, 48 16-17

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52 63, 67 44 61 40 38 24, 47 21 32-33 34 42

COMPANIES IN THE NEWS A ACT Research . . . . . . . . . . . . . . . . . . . . . . 24, 31 Amazon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 B Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Byers Transport . . . . . . . . . . . . . . . . . . . . . . . . 22 C Consolidated Fastfrate . . . . . . . . . . . . . . . . . 22 Contrans Group . . . . . . . . . . . . . . . . . . . . 22, 31 Cooney Transport . . . . . . . . . . . . . . . . . . . . . . 19 D Daseke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Dickinson Wright . . . . . . . . . . . . . . . . . . . . . . 21 E Eberspaecher . . . . . . . . . . . . . . . . . . . . . . . . . . 22 F Federal-Mogul . . . . . . . . . . . . . . . . . . . . . . . . . 66 Fernandes Hearn . . . . . . . . . . . . . . . . . . . . . . 21 Fleet Complete . . . . . . . . . . . . . . . . . . . . . . . . 49 FloComponents. . . . . . . . . . . . . . . . . . . . . . . . 62 Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 65 Fras-Le . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . 24, 53 H Haldex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Hendrickson Trailer Commercial Vehicle Systems . . . . . . . . . . . 67 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

I IBIS World . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 IBM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 International. . . . . . . . . . . . . . . . . . . . . . . 24, 56 J JB Hunt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 L Larson Electronics. . . . . . . . . . . . . . . . . . . . . . 68 Left Lane Associates . . . . . . . . . . . . . . . . . . . 31 Lubecore International . . . . . . . . . . . . . . . . . 62 M Mack Truck . . . . . . . . . . . . . . . . . . . . . . . . 27, 54 MacKay and Company . . . . . . . . . . . . . . . . . 12 MacKinnon Transport . . . . . . . . . . . . . . . . . . 31 Maersk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Mahle Service Solutions . . . . . . . . . . . . . . . . 66 Marshall Truck and Trailer . . . . . . . . . . . . . . 19 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Morgan Stanley . . . . . . . . . . . . . . . . . . . . . . . . 49 N Nikola Motor . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Nordresa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 P PBS Truck Parts . . . . . . . . . . . . . . . . . . . . . . . . 15 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Petro-Canada Lubricants . . . . . . . . . . . . . . . 67 Premium Truck and Trailer . . . . . . . . . . . . . 19 Pricedex Software . . . . . . . . . . . . . . . . . . . . . 13

R Russel Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 S Schneider. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 SKF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 T TFI International . . . . . . . . . . . . . . . . . . . . . . . 22 TMW Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Total Canada . . . . . . . . . . . . . . . . . . . . . . . . . . 60 TransCore Link Logistics . . . . . . . . . . . . . . . 31 TruckPro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 U UPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 V VersaCold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, 19, 66 W Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Walmart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 WearCheck . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Western Star . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 WW Grainger . . . . . . . . . . . . . . . . . . . . . . . . . . 15

MARCH 2018

Faces

Collin Mooney

Executive Enforcer Collin Mooney reflects on inspections, Roadcheck, and the pursuit of 100% By John G. Smith The Commercial Vehicle Safety Alliance (CVSA) is clearly international, with a focus on setting common roadside inspection practices across North America. What many people may not realize is that its top staff member is Canadian. Executive director Collin Mooney is a Saskatchewan native, trained at Alberta’s Lethbridge College. A summer job with the Saskatchewan Highway Transport Patrol evolved into a job with the Alberta Commercial Vehicle Enforcement Branch, eventually leading to roles with the U.S.headquartered alliance before he was named to his current post in January 2016. Despite dedicating his career to grounding unsafe equipment, Mooney admits out-of-service rates have “plateaued” around 23% during Roadcheck inspection blitzes coordinated by the alli-

TODAY’S TRUCKING

ance. He even makes the case that rates should be higher during the June events. “Some get frustrated and say, ‘How come they aren’t declining anymore?’” he says, noting how there was a time when related out-of-service rates were closer to 40%. “We’ve conditioned people to think we were in pursuit of zero. It’s a great goal, but what’s also changed is our inspection process.” Roadcheck was once meant to be a random look at the state of North America’s fleet. These days jurisdictions are more likely to target their efforts on equipment most likely to fail. “We should be in pursuit of 100%,” he says. This hardly means Mooney is happy about out-of-service vehicles of any kind. Each truck or trailer taken off the road identifies a failure in an annual inspection program, preventive mainte-

nance, and pre-trip inspections, he says. Violations at the roadside, in his view, should be limited to a bulb that just burnt out, or a tire that just ran over a nail. “But if you have four lights burnt out today? This is a systemic problem.” There are other issues that deserve attention as well. “Mechanical fitness is still important because there are still things falling off vehicles and causing crashes and hurting people, but that’s not the leading cause of crashes on our highway,” he says. “It’s fatigue and distracted driving.” This is one of the reasons why the special focus for this year’s Roadcheck blitz will be hours of service violations, set against a backdrop of mandated electronic logging devices in the U.S. Mooney is clearly frustrated with the way some people have approached the mandate. “A number of folks in the motor carrier industry were betting on there being a legislative or presidential delay, which means that they did not purchase, install, get trained on their ELD. It was a last-minute purchase. We are disappointed in segments of the industry that took that approach, that did not prepare effectively,” he says. “Our delay in implementing out-of-service conditions until April 1 has been taken by many in the industry as the new implementation date – and that wasn’t the intent.” He’s also disappointed in those who install the ELDs but continue to use paper. It is increasingly an electronic age, after all. The alliance itself is exploring ways to leverage technology to monitor more equipment than ever before, and has a vision of completing 400 million inspections per year, collecting vehicle data over the air. Recently released Level 8 inspection criteria is meant to help with that very target, establishing how digital information should be collected. “We’re inspecting less than a fraction of a percent of the vehicles on the road. We’re not even making a dent into the bigger picture,” Mooney says. “The more we can leverage technologies such as weigh in motion, bypass systems – any sort of advancement of technology to help us in targeting unsafe carriers – the better.” TT

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